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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 NTRS1988

Al-26 and Be-10 production in iron meteorites

To compare the Al-26/Ne-21 ages with K-40/K-41 ages, the contents of Al-26 were determined in seven iron meteorites using accelerator mass spectrometry and the light noble gas contents were determined using conventional mass spectrometry, for samples for which these values were not available. In addition, contents of Be-10 were measured. Due to the presence of boron in the samples, the values of Al-26 were found to be at least 30 percent lower than the literature values obtained by low-level counting techniques, while the Be-10 values were 10-15 percent lower. The production rates of these nuclides at different He-4/Ne-21 ratios were estimated, showing that the increase in He-4/Ne-21 ratios corresponded with decreases in Al-26 and Be-10. It was shown that the exposure ages calculated from the Ne-21/Al-26 ratio cannot be calibrated so as to agree with both the K-40/K-41 ages and ages based on the shorter-lived nuclides Ar-39 and Cl-36.

Aylmer, D.↗

NASA NTRS1989

Modeling of carbon monoxide oxidation kinetics over NASA carbon dioxide laser catalysts

The recombination of CO and O2 formed by the dissociation of CO2 in a sealed CO2 laser discharge zone is examined. Conventional base-metal-oxide catalysts and conventional noble-metal catalysts are not effective in recombining the low O2/CO ratio at the low temperatures used by the lasers. The use of Pt/SnO2 as the noble-metal reducible-oxide (NMRO), or other related materials from Group VIIIA and IB and SnO2 interact synergistically to produce a catalytic activity that is substantially higher than either componet separately. The Pt/SnO2 and Pd/SnO2 were reported to have significant reaction rates at temperatures as low as -27 C, conditions under which conventional catalysts are inactive. The gas temperature range of lasers is 0 + or - 40 C. There are three general ways in which the NMRO composite materials can interact synergistically: one component altering the properties of another component; the two components each providing independent catalytic functions in a complex reaction mechanism; and the formation of catalytic sites through the combination of two components at the atomic level. All three of these interactions may be important in low temperature CO oxidation over NMRO catalysts. The effect of the noble metal on the oxide is discussed first, followed by the effect of the oxide on the noble metal, the interaction of the noble metal and oxide to form catalytic sites, and the possible ways in which the CO oxidation reaction is catalyzed by the NMRO materials.

Herz, Richard K.↗

NASA NTRS1992

Propulsion simulator for magnetically suspended wind tunnel models

Simulation of propulsion induced aerodynamic forces and moments, which arise as a result of interactions between propulsive jets and the free stream, is one of the most desired capabilities in magnetic suspension wind tunnels. The feasibility of generating exhaust jets of appropriate characteristics onboard magnetically suspended models was examined. Four concepts of remotely operated propulsion simulators was considered. Three conceptual designs involving conventional technologies such as compressed gas cylinders, liquid monopropellants, and solid propellants were developed. The fourth concept, a laser assisted thruster, which can potentially simulate both inlet and exhaust flows, was found to require very high power levels. The measurement of aerodynamic forces and/or moments were demonstrated, including the effects of exhaust jets, in MSBS wind tunnels. Two propulsion simulator models were developed, a small scale and a large scale unit, both using compressed, liquified CO2 as propellant. Results of the wind tunnel tests with the small scale simulator are discussed.

Joshi, P. B.↗

NASA NTRS2000

Energetic Combustion Devices for Aerospace Propulsion and Power

Chemical reactions have long been the mainstay thermal energy source for aerospace propulsion and power. Although it is widely recognized that the intrinsic energy density limitations of chemical bonds place severe constraints on maximum realizable performance, it will likely be several years before systems based on high energy density nuclear fuels can be placed into routine service. In the mean time, efforts to develop high energy density chemicals and advanced combustion devices which can utilize such energetic fuels may yield worthwhile returns in overall system performance and cost. Current efforts in this vein are being carried out at NASA MSFC under the direction of the author in the areas of pulse detonation engine technology development and light metals combustion devices. Pulse detonation engines are touted as a low cost alternative to gas turbine engines and to conventional rocket engines, but actual performance and cost benefits have yet to be convincingly demonstrated. Light metal fueled engines also offer potential benefits in certain niche applications such as aluminum/CO2 fueled engines for endo-atmospheric Martian propulsion. Light metal fueled MHD generators also present promising opportunities with respect to electric power generation for electromagnetic launch assist. This presentation will discuss the applications potential of these concepts with respect to aero ace propulsion and power and will review the current status of the development efforts.

Litchford, Ron J.↗

NASA NTRS2002

High-Speed, High-Temperature Finger Seal Test Results

Finger seals have significantly lower leakage rates than conventional labyrinth seals used in gas turbine engines and are expected to decrease specific fuel consumption by over 1 percent and to decrease direct operating cost by over 0.5 percent. Their compliant design accommodates shaft growth and motion due to thermal and dynamic loads with minimal wear. The cost to fabricate these finger seals is estimated to be about half the cost to fabricate brush seals. A finger seal has been tested in NASA's High Temperature, High Speed Turbine Seal Test Rig at operating conditions up to 1200 F, 1200 ft/s, and 75 psid. Static, performance and endurance test results are presented. While seal leakage and wear performance are acceptable, further design improvements are needed to reduce the seal power loss.

Proctor, Margaret P.↗

NASA NTRS2004

Leakage and Power Loss Test Results for Competing Turbine Engine Seals

Advanced brush and finger seal technologies offer reduced leakage rates over conventional labyrinth seals used in gas turbine engines. To address engine manufacturers concerns about the heat generation and power loss from these contacting seals, brush, finger, and labyrinth seals were tested in the NASA High Speed, High Temperature Turbine Seal Test Rig. Leakage and power loss test results are compared for these competing seals for operating conditions up to 922 K (1200 F) inlet air temperature, 517 KPa (75 psid) across the seal, and surface velocities up to 366 m/s (1200 ft/s).

Proctor, Margaret P.↗

NASA NTRS2019

Fuel Sensitivity of Lean Blowout in a RQL Gas Turbine Combustor

Transition from fossil fuels to synthetic drop-in fuels without the need to change existing combustors is the current research topic. The combustor performances such as cold-day ignition limits, lean blow-out (LBO) limits and altitude relight limits are the main focus points. The objective of this work is to evaluate the effect of different fuel candidates on the operability of gas turbines by comparing a conventional petroleum-based fuel with one other alternative fuel candidate. Time filtered Navier-Stokes simulations (TFNS) and K-LES are performed to examine the performance of these fuels at the stable conditions close to blow-out in a referee combustor rig.

Fuel sensitivity↗

NASA NTRS2019

Fuel Sensitivity of Lean Blowout in a RQL Gas Turbine Combustor

referee rig↗

NASA NTRS1979

Conceptual design study of an Improved Gas Turbine (IGT) powertrain

Design concepts for an improved automotive gas turbine powertrain are discussed. Twenty percent fuel economy improvement (over 1976), competitive costs (initial and life cycle), high reliability/life, low emissions, and noise/safety compliance were among the factors considered. The powertrain selected consists of a two shaft gas turbine engine with variable geometry aerodynamic components and a single disk rotating regenerator. The regenerator disk, gasifier turbine rotor, and several hot section flowpath parts are ceramic. The powertrain utilizes a conventional automatic transmission. The closest competitor was a single shaft turbine engine matched to a continuously variable transmission (CVT). Both candidate powertrain systems were found to be similar in many respects; however, the CVT represented a significant increase in development cost, technical risk, and production start-up costs over the conventional automatic transmission. Installation of the gas turbine powertrain was investigated for a transverse mounted, front wheel drive vehicle.

Johnson, R. A.↗

NASA NTRS1993

Gas distribution and starbursts in shell galaxies

Detailed maps of most elliptical galaxies reveal that, whereas the greatest part of their luminous mass originates from a smooth distribution with a surface brightness approximated by a de Vaucouleurs law, a small percentage of their light is contributed by low surface brightness distortions termed 'fine structures'. The sharp-edged features called 'shells' are successfully reproduced by merger and infall models involving accretion from less massive companions. In this context, dwarf spheroidal and compact disk galaxies are likely progenitors of these stellar phenomena. However, it is probable that the sources of shell-forming material also contain significant amounts of gas. This component may play an important role in constraining the formation and evolution of shell galaxies. To investigate the effects of the gaseous component, numerical simulations were performed to study the tidal disruption of dwarf galaxies containing both gas and stars by more massive primaries, and the evolution of the ensuing debris. The calculations were performed with a hybrid N-body/hydrodynamics code. Collisionless matter is evolved using a conventional N-body technique and gas is treated using smoothed particle hydrodynamics in which self-gravitating fluid elements are represented as particles evolving according to Lagrangian hydrodynamic equations. An isothermal equation of state is employed so the gas remains at a temperature 104 K. Owing to the large mass ratio between the primary and companion, the primary is modeled as a rigid potential and the self-gravity of both galaxies is neglected.

Weil, Melinda L.↗

NASA NTRS1976

Validation of scramjet exhaust simulation technique

Scramjet/airframe integration design philosophy for hypersonic aircraft results in configurations having lower aft surfaces that serve as exhaust nozzles. There is a strong coupling between the exhaust plume and the aerodynamics of the vehicle, making accurate simulation of the engine exhaust mandatory. The experimental verification of the simulation procedure is described. The detonation tube simulator was used to produce an exact simulation of the scramjet exhaust for a Mach 8 flight condition. The pressure distributions produced by the exact exhaust flow were then duplicated by a cool mixture Argon and Freon 13B1. Such a substitute gas mixture validated by the detonation tube technique could be used in conventional wind tunnel tests. The results presented show the substitute gas simulation technique to be valid for shockless expansions.

Hopkins, H. B.↗

NASA NTRS1947

Cooling of Gas Turbines I - Effects of Addition of Fins to Blade Tips and Rotor, Admission of Cooling Air Through Part of Nozzles, and Change in Thermal Conductivity of Turbine Components

An analysis was developed for calculating the radial temperature distribution in a gas turbine with only the temperatures of the gas and the cooling air and the surface heat-transfer coefficient known. This analysis was applied to determine the temperatures of a complete wheel of a conventional single-stage impulse exhaust-gas turbine. The temperatures were first calculated for the case of the turbine operating at design conditions of speed, gas flow, etc. and with only the customary cooling arising from exposure of the outer blade flange and one face of the rotor to the air. Calculations were next made for the case of fins applied to the outer blade flange and the rotor. Finally the effects of using part of the nozzles (from 0 to 40 percent) for supplying cooling air and the effects of varying the metal thermal conductivity from 12 to 260 Btu per hour per foot per degree Farenheit on the wheel temperatures were determined. The gas temperatures at the nozzle box used in the calculations ranged from 1600F to 2000F. The results showed that if more than a few hundred degrees of cooling of turbine blades are required other means than indirect cooling with fins on the rotor and outer blade flange would be necessary. The amount of cooling indicated for the type of finning used could produce some improvement in efficiency and a large increase in durability of the wheel. The results also showed that if a large difference is to exist between the effective temperature of the exhaust gas and that of the blade material, as must be the case with present turbine materials and the high exhaust-gas temperatures desired (2000F and above), two alternatives are suggested: (a) If metal with a thermal conductivity comparable with copper is used, then the blade temperature can be reduced by strong cooling at both the blade tip and root. The center of the blade will be less than 2000F hotter than the ends; (b) With low conductivity materials some method of direct cooling other than partial admission of cooling air is essential. From this study, it can be deduced that indirect cooling of turbine blades will not make possible large increases in gas temperature.

Brown, Byron↗

NASA NTRS1972

New circumferential seal design concept using self-acting lift geometries

Seal operating temperatures, leakage (pressurizing gas flow), torque, and wear of a conventional circumferential shaft seal were measured and compared to those of a conventional seal modified to have self-acting lift geometries. Both seal types had a 2.625-in diameter bore and were operated at a sliding velocity of 150 ft/sec with differential pressures ranging from 0 to 100 psi. Results of this investigation show that the self-acting seal operated at lower bulk carbon temperatures with half the torque and approximately one-tenth the wear of the conventional seal. Seal leakage of the self-acting seal was of order of 0.04 scfm for pressures above 60 psi which is well within the accepted range for gas turbine engine applications.

Hady, W. F.↗

NASA NTRS2010

An Integrated Architecture for On-Board Aircraft Engine Performance Trend Monitoring and Gas Path Fault Diagnostics

Aircraft engine performance trend monitoring and gas path fault diagnostics are closely related technologies that assist operators in managing the health of their gas turbine engine assets. Trend monitoring is the process of monitoring the gradual performance change that an aircraft engine will naturally incur over time due to turbomachinery deterioration, while gas path diagnostics is the process of detecting and isolating the occurrence of any faults impacting engine flow-path performance. Today, performance trend monitoring and gas path fault diagnostic functions are performed by a combination of on-board and off-board strategies. On-board engine control computers contain logic that monitors for anomalous engine operation in real-time. Off-board ground stations are used to conduct fleet-wide engine trend monitoring and fault diagnostics based on data collected from each engine each flight. Continuing advances in avionics are enabling the migration of portions of the ground-based functionality on-board, giving rise to more sophisticated on-board engine health management capabilities. This paper reviews the conventional engine performance trend monitoring and gas path fault diagnostic architecture commonly applied today, and presents a proposed enhanced on-board architecture for future applications. The enhanced architecture gains real-time access to an expanded quantity of engine parameters, and provides advanced on-board model-based estimation capabilities. The benefits of the enhanced architecture include the real-time continuous monitoring of engine health, the early diagnosis of fault conditions, and the estimation of unmeasured engine performance parameters. A future vision to advance the enhanced architecture is also presented and discussed

Simon, Donald L.↗

NASA NTRSDate not supplied

Pressure-Gain Combustion for Gas Turbines

Pressure Gain Combustion (PGC) is under investigation as a means to improve the thermal efficiency of gas turbines. PGC is a fundamentally unsteady combustion process which, through some means of confinement, raises the total pressure of the working fluid relative to the initial process state. When implemented as a gas turbine combustor it yields a total pressure gain across the device instead of the typical loss seen in a conventional combustor. This pressure gain can significantly improve gas turbine performance. This presentation is a modified and updated version of a 2018 tutorial of the same name. It is tailored to a graduate student audience that is familiar with the PGC concept, but has focused entirely on a specific type of implementation. It will provide a brief review of the concept of PGC and why it's important. The majority of the presentation will describe the various approaches to implementation that are under investigation by the PGC community. Emphasis will be on strategies other than the one that the students are investigating.

Combustion↗

NASA NTRS1981

Estimation of fan pressure ratio requirements and operating performance for the National Transonic Facility

The National Transonic Facility (NTF), a fan-driven, transonic, pressurized, cryogenic wind tunnel, will operate over the Mach number range of 0.10 to 1.20 with stagnation pressures varying from 1.00 to about 8.8 atm and stagnation temperatures varying from 77 to 340 K. The NTF is cooled to cryogenic temperatures by the injection of liquid nitrogen into the tunnel stream with gaseous nitrogen as the test gas. The NTF can also operate at ambient temperatures using a conventional chilled water heat exchanger with air on nitrogen as the test gas. The methods used in estimating the fan pressure ratio requirements are described. The estimated NTF operating envelopes at Mach numbers from 0.10 to 1.20 are presented.

Gloss, B. B.↗

NASA NTRS1987

Extremely Luminous Far-infrared Sources (ELFS)

The Infrared Astronomical Satellite (IRAS) survey uncovered a class of Extremely Luminous Far Infrared Sources (ELFS), exhibiting luminosities up to and occasionally exceeding 10 to the 12th power L sub 0. Arguments are presented to show that sources with luminosities L equal to or greater than 3 x 10 to the 10th power L sub 0 may represent gas rich galaxies in collision. The more conventional explanation of these sources as sites of extremely active star formation fails to explain the observed low optical luminosities of ELFS as well as their high infrared excess. In contrast, a collisional model heats gas to a temperature of approx. 10 to the 6th power K where cooling takes place in the extreme ultraviolet. The UV is absorbed by dust and converted into far infrared radiation (FIR) without generation of appreciable optical luminosity. Gas recombination as it cools generates a Lyman alpha photon only once for every two extreme ultraviolet approx. 50eV photons emitted by the 10 to the 6th power gas. That accounts for the high infrared excess. Finally, the model also is able to explain the observed luminosity distribution of ELFS as well as many other traits.

Harwit, Martin↗

NASA NTRS1966

Electroplating eliminates gas leakage in brazed areas

Electroplating method seals brazed or welded joints against gas leakage under high pressure. Any conventional electroplating process with many different metal anodes can be used, as well as the build up of layers of different metals to any required thickness.

Leigh, J. D.↗