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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 145 records · Page 8
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NASA NTRS2019

Propeller-Wing Integration on the Parallel Electric-Gas Architecture with Synergistic Utilization Scheme (PEGASUS) Aircraft

Electrically powered aircraft show promise for reducing emissions and energy consumption, but many of the opportunities surrounding electric propulsion have yet to be explored. One opportunity is the use of multiple propulsors or distributed propulsion for improved propulsion airframe integration. However, the size, power, location, and optimum number of propulsors has not been thoroughly vetted. This paper describes the use of FlightStream, a surface vorticity solver, to investigate the aerodynamic-propulsion integration of four propulsors across the leading edge of a wing, two inboard and two at the wingtips, as proposed in the NASA Parallel Electric-Gas Architecture with Synergistic Utilization Scheme (PEGASUS) concept. FlightStream was used to determine the minimum power required for cruise for the PEGASUS aircraft. The study found that tip propellers are effective at lowering both viscous and induced drag when compared to inboard propellers alone or inboard propellers combined with tip propellers. Despite this drag savings, the propulsive efficiency was reduced when a single propeller class was used, resulting in a higher system power consumption when compared with using multiple propeller classes. Reductions in propeller efficiency are related to increases in disc and blade loading of the propeller; thus, larger propellers or higher tip speeds are seen as possible means of to improve system performance.

Blaesser, Nathaniel J.↗
NASA NTRS1992

A Study of Viscous Interaction Effects on Hypersonic Waveriders

The effects of viscous interaction in the analysis and design of improved classes of viscous optimized hypersonic waveriders is examined. The Corda computer program is used to generate viscous optimized hypersonic waveriders from conical flow fields without viscous interaction. Each waverider is optimized for maximum L/D, and comparison studies are made between cases with and without viscous interaction. The results show that aerodynamic performance of the viscous interaction waveriders are reduced due mainly to a large increase in skin-friction drag associated with the viscous interaction phenomena that grows with increasing Mach number and altitude, but some of this performance loss can be recouped by including viscous interactions within the optimization procedure. When the waverider is optimized for viscous interaction, the shape can change dramatically. A significant result of the present work delineates on a velocity-altitude map the region where viscous interaction effects are significant for modern hypersonic waveriders by performing parametric runs to produce L/D, C sub L, and C sub D contour plots for Mach numbers from 6 to 30 at altitudes from 30 to 80 km.

Chang, Jinhwa↗
NASA NTRS1996

A Computational and Experimental Study of Nonlinear Aspects of Induced Drag

Despite the 80-year history of classical wing theory, considerable research has recently been directed toward planform and wake effects on induced drag. Nonlinear interactions between the trailing wake and the wing offer the possibility of reducing drag. The nonlinear effect of compressibility on induced drag characteristics may also influence wing design. This thesis deals with the prediction of these nonlinear aspects of induced drag and ways to exploit them. A potential benefit of only a few percent of the drag represents a large fuel savings for the world's commercial transport fleet. Computational methods must be applied carefully to obtain accurate induced drag predictions. Trefftz-plane drag integration is far more reliable than surface pressure integration, but is very sensitive to the accuracy of the force-free wake model. The practical use of Trefftz plane drag integration was extended to transonic flow with the Tranair full-potential code. The induced drag characteristics of a typical transport wing were studied with Tranair, a full-potential method, and A502, a high-order linear panel method to investigate changes in lift distribution and span efficiency due to compressibility. Modeling the force-free wake is a nonlinear problem, even when the flow governing equation is linear. A novel method was developed for computing the force-free wake shape. This hybrid wake-relaxation scheme couples the well-behaved nature of the discrete vortex wake with viscous-core modeling and the high-accuracy velocity prediction of the high-order panel method. The hybrid scheme produced converged wake shapes that allowed accurate Trefftz-plane integration. An unusual split-tip wing concept was studied for exploiting nonlinear wake interaction to reduced induced drag. This design exhibits significant nonlinear interactions between the wing and wake that produced a 12% reduction in induced drag compared to an equivalent elliptical wing at a lift coefficient of 0.7. The performance of the split-tip wing was also investigated by wing tunnel experiments. Induced drag was determined from force measurements by subtracting the estimated viscous drag, and from an analytical drag-decomposition method using a wake survey. The experimental results confirm the computational prediction.

Smith, Stephen C.↗
NASA NTRS1989

A continuum model of continental deformation above subduction zones - Application to the Andes and the Aegean

A continuum model of continental deformation above subduction zones was developed that combines the viscous sheet and the corner flow models; the continental lithosphere is described by a two-dimensional sheet model that considers basal drag resulting from the viscous asthenosphere flow underneath, and a corner flow model with a deforming overlying plate and a rigid subducting plate is used to calculate the shear traction that acts on the base of the lithosphere above a subduction zone. The continuum model is applied to the Andes and the Aegean deformations, which represent, respectively, compressional and extensional tectonic environments above subduction zones. The models predict that, in a compressional environment, a broad region of uplifted topography will tend to develop above a more steeply dippping slab, rather than above a shallower slab, in agreement with observations in the various segments of the central Andes. For an extensional environment, the model predicts that a zone of compression can develop near the trench, and that extensional strain rate can increase with distance from the trench, as is observed in the Aegean.

Wdowinski, Shimon↗
NASA NTRS2002

An Examination of Drag Reduction Mechanisms in Marine Animals, with Potential Applications to Uninhabited Aerial Vehicles

Previous engineering research and development has documented the plausibility of applying biomimetic approaches to aerospace engineering. Past cooperation between the Virginia Institute of Marine Science (VIMS) and NASA focused on the drag reduction qualities of the microscale dermal denticles of shark skin. This technology has subsequently been applied to submarines and aircraft. The present study aims to identify and document the three-dimensional geometry of additional macroscale morphologies that potentially confer drag reducing hydrodynamic qualities upon marine animals and which could be applied to enhance the range and endurance of Uninhabited Aerial Vehicles (UAVs). Such morphologies have evolved over eons to maximize organismal energetic efficiency by reducing the energetic input required to maintain cruising speeds in the viscous marine environment. These drag reduction qualities are manifested in several groups of active marine animals commonly encountered by ongoing VIMS research programs: namely sharks, bony fishes such as tunas, and sea turtles. Through spatial data acquired by molding and digital imagery analysis of marine specimens provided by VIMS, NASA aims to construct scale models of these features and to test these potential drag reduction morphologies for application to aircraft design. This report addresses the efforts of VIMS and NASA personnel on this project between January and November 2001.

Musick, John A.↗
NASA NTRS1974

Correaltion of full-scale drag predictions with flight measurements on the C-141A aircraft. Phase 2: Wind tunnel test, analysis, and prediction techniques. Volume 1: Drag predictions, wind tunnel data analysis and correlation

The degree of cruise drag correlation on the C-141A aircraft is determined between predictions based on wind tunnel test data, and flight test results. An analysis of wind tunnel tests on a 0.0275 scale model at Reynolds number up to 3.05 x 1 million/MAC is reported. Model support interference corrections are evaluated through a series of tests, and fully corrected model data are analyzed to provide details on model component interference factors. It is shown that predicted minimum profile drag for the complete configuration agrees within 0.75% of flight test data, using a wind tunnel extrapolation method based on flat plate skin friction and component shape factors. An alternative method of extrapolation, based on computed profile drag from a subsonic viscous theory, results in a prediction four percent lower than flight test data.

Macwilkinson, D. G.↗
NASA NTRS1975

Simplified theoretical methods for aerodynamic design

The objective of this paper is to describe theoretical procedures which can be utilized by the general aviation industry for aerodynamic design. Discussed are the design process and theoretical methods used to design a wing. Then theoretical methods for estimating the interference velocities due to fuselage, or other bodies, and nacelles are elaborated. It is assumed that flow fields due to different components can be superimposed, and then the pressure coefficients computed from the Bernoulli equation. Methods to estimate the induced, viscous form, and compressible drags are also discussed. In addition, a procedure for modifying the surface contours to reduce adverse pressure distributions induced by component interference is detailed.

Tulinius, J. R.↗
NASA NTRS1986

Numerical studies of porous airfoils in transonic flow

A numerical tool is constructed to examine the effects of a porous surface on transonic airfoil performance and to help understand the flow structure of passive shockwave/boundary layer interactions. The porous region is located near the shock with a cavity underneath it. This study is composed of two parts. Solved in the first part, with an inviscid-flow approach, is the transonic full-potential equation associated with transpiration boundary conditions which are obtained from porosity modeling. The numerical results indicate that a porous airfoil has a wave drag lower than that of a solid airfoil. The observed lambda-shock structure in the wind-tunnel testing can be predicted. Furthermore, the lift could be increased with an appropriate porosity distribution. In the second part of this work, the modified version of either an interactive boundary layer (IBL) algorithm or a thin-layer Navier-Stokes (TLNS) algorithm is used to study the outer flow, while a stream-function formulation is used to model the inner flow in the shallow cavity. The coupling procedure at the porous surface is based on Darcy's law and the assumption of a constant total pressure in the cavity. In addition, a modified Baldwin-Lomax turbulence model is used to describe the transpired turbulent boundary layer in the TLNS approach, while the Cebeci turbulence model is used in the IBL approach. According to the present analysis, a porous surface can reduce the wave drag appreciably, but can also increase the viscous losses. As has been observed experimentally, the numerical results indicate that the total drag is reduced at higher Mach numbers and increased at lower Mach numbers when the angles of attack are small. Furthermore, the streamline pattern of passive shock/boundary layer interaction are revealed.

Chow, C. Y.↗
NASA NTRS1991

Experimental investigations of He II flows at high Reynolds number

Fluid dynamics studies of He II at high Reynolds number (Re(d) greater than 10 exp 6) reveal characteristics which are best interpreted in terms of classical scaling relationships. In particular, the smooth tube friction factor is seen to correlate with the Von Karman-Nikuradse formulation. Also, the performance of a centrifugal pump is unchanged whether being used with He I or He II. These effects are expected to result provided the He II possesses a viscous sublayer and that the drag is determined by laminar flow within this layer. On the other hand, heat transfer in He II is substantially different from that of He I because of the unique internal convection mechanism present in this quantum fluid. These experiments are performed in the University of Wisconsin liquid helium flow facility which has unique capabilities of He II temperature, pressure and flow.

Van Sciver, Steve W.↗
NASA NTRSDate not supplied

Fluid-Structure Interaction Simulations Of Supersonic Parachute Inflation: Model Sensitivities

Fluid-structure interaction simulations have the potential to accelerate the certification process of parachute systems for interplanetary robotic exploration missions while helping to mitigate risks by covering a wider range of scenarios than can be flight tested. The Launch, Ascent, and Vehicle Aerodynamics team is working toward actualizing this potential by further developing the capability to perform such fluid-structure interaction simulations and validating it with the best supersonic parachute flight test data available. We perform several simulations of the Advanced Supersonic Parachute Inflation Research Experiments’ third flight test (SR03) where we independently vary several parameters to determine their sensitivity on the predicted drag. We investigate sensitivity of the drag to the added mass of the confluence fitting, to the effective porosity, to how the gore seams are modeled, to viscous effects, and to deceleration. Modeling the added mass of the confluence fitting has virtually no impact on the drag, but is worthwhile to include to better match the overall system’s mass, which is important for the simulations with deceleration. Parachute drag is only marginally sensitive to porosity and viscous effects. Maximum parachute drag is most sensitive to how the gore seams are modeled, causing a nearly 20% drop when they are modeled as stiffer radials, and to deceleration, causing an additional 10% reduction. Results show improved agreement with flight test measurements when the FSI model is closest to the as-built configuration and physics experienced in flight: with the confluence fitting, viscous effects, the gore seams modeled as stiff radials, and including deceleration.

ESM↗
NASA NTRS1974

Longitudinal aerodynamic performance of a series of power-law and minimum wave drag bodies at Mach 6 and several Reynolds numbers

Experimental data have been obtained for two series of bodies at Mach 6 and Reynolds numbers, based on model length, from 1.4 million to 9.5 million. One series consisted of axisymmetric power-law bodies geometrically constrained for constant length and base diameter with values of the exponent n of 0.25, 0.5, 0.6, 0.667, 0.75, and 1.0. The other series consisted of positively and negatively cambered bodies of polygonal cross section, each having a constant longitudinal area distribution conforming to that required for minimizing zero-lift wave drag at hypersonic speeds under the geometric constraints of given length and volume. At the highest Reynolds number, the power-law body for minimum drag is blunter (exponent n lower) than predicted by inviscid theory (n approximately 0.6 instead of n = 0.667); however, the peak value of lift-drag ratio occurs at n = 0.667. Viscous effects were present on the bodies of polygonal cross section but were less pronounced than those on the power-law bodies. The trapezoidal bodies with maximum width at the bottom were found to have the highest maximum lift-drag ratio and the lowest mimimum drag.

Ashby, G. C., Jr.↗
NASA NTRS1922

New Data on the Laws of Fluid Resistance

Thus far, all attempts at the quantitative determination of drag, on the basis of the theory of viscous fluids, have met with but slight success. For this reason, whenever a more accurate knowledge of the drag is desirable, it must be determined by experiment. Here, a few experimental results are given on the drag of a cylinder exposed to a stream of air at right angles to its axis. It is shown that the drag depends on the absolute dimensions of the body and the velocity and viscosity of the fluid in a much more complex manner than has heretofore been supposed.

Wieselsberger, C↗
NASA NTRS1987

Computation of viscous transonic flow over porous airfoils

The viscous effects on transonic flow past an airfoil which contains a shallow cavity beneath a porous surface are studied numerically. The porous region occupies a small portion of the total airfoil surface, and is located near the shock. Both an interactive boundary layer (IBL) algorithm and a thin-layer Navier-Stokes (TLNS) algorithm have been modified for use in studying the outer flow, whereas a stream-function formulation has been used to model the inner flow in the small cavity. The coupling procedure at the porous surface is based on Darcy's law and on the assumption of a constant total presusre in the cavity. In addition, a modified Baldwin-Lomax turbulence model is used to consider the transpired turbulent boundary layer in the TLNS approach, and the Cebeci-Smith turbulence model is used in the IBL approach. According to the present analysis, a porous surface can reduce the wave drag appreciably, but it can also increase viscous losses. As has been observed experimentally, the numerical results indicate that the total drag is reduced at higher Mach numbers and increased at lower Mach numbers when the angles of attack are small. Furthermore, the streamline patterns of passive-shock and boundary-layer interaction are revealed in this study.

Chow, Chuen-Yen↗
NASA NTRS1977

Influence of transverse surface waves on turbulent boundary layers

Wavy wall experiments using solid waves and progressive waves have been reported. For this paper, the major effects of waviness of the wall on the flow are identified as due to oscillatory curvature (convex-concavity) and oscillatory acceleration/deceleration of the flow, which imposes a highly nonequilibrium influence upon the turbulence structure. The theoretical analysis in this presentation takes into account proper turbulence modeling (including the nonequilibrium effects) for the wavy wall problem. The analysis proceeds in three stages: (1) inviscid solution for induced pressure due to the physical wall, (2) solution of a turbulent boundary layer with pressure gradients and curvature effects in the modeling from which the profile correction is computed, and (3) induced pressure computations for the corrected profile. The phase shift of pressure perturbations with respect to the physical wall can be predicted, and pressure drag and skin friction drag can be estimated, with nonlinear viscous effects included. Comparison of the theoretical estimates with experimental data are also presented.

Balasubramanian, R.↗
NASA NTRS1981

Anti-solar acceleration of ionospheric plasma across the Venus terminator

It is demonstrated that the horizontal ionospheric particle pressure gradient across the Venus terminator is the principal body force accelerating the plasm to the observed anti-solar velocity. The large scale horizontal electromagnetic body force is typically an order of magnitude smaller than the particle pressure gradient. The viscous body forces above 300 km - drag or acceleration - are also an order of magnitude smaller than the pressure gradient body force. In the immediate vicinity of the ionopause where the ionospheric plasma density decreases below 1000 ions/cu cm and the magnetic field strength increases, the electromagnetic body force may become significant. The electromagnetic body force may also be significant in the nightside ionosphere. The bulk of the ionospheric flow momentum is not derived from the ionosheath momentum.

Knudsen, W. C.↗