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156 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Alternate-Fueled Combustor-Sector Performance

In order to realize alternative fueling for military and commercial use, the industry has set forth guidelines that must be met by each fuel. These aviation fueling requirements are outlined in MIL-DTL-83133F(2008) or ASTM D 7566 Annex (2011) standards, and are classified as "drop-in" fuel replacements. This report provides combustor performance data for synthetic-paraffinic-kerosene- (SPK-) type (Fischer-Tropsch (FT)) fuel and blends with JP-8+100, relative to JP-8+100 as baseline fueling. Data were taken at various nominal inlet conditions: 75 psia (0.52 MPa) at 500 degF (533 K), 125 psia (0.86 MPa) at 625 degF (603 K), 175 psia (1.21 MPa) at 725 degF (658 K), and 225 psia (1.55 MPa) at 790 degF (694 K). Combustor performance analysis assessments were made for the change in flame temperatures, combustor efficiency, wall temperatures, and exhaust plane temperatures at 3, 4, and 5 percent combustor pressure drop (DP) for fuel:air ratios (F/A) ranging from 0.010 to 0.025. Significant general trends show lower liner temperatures and higher flame and combustor outlet temperatures with increases in FT fueling relative to JP-8+100 fueling. The latter affects both turbine efficiency and blade and vane lives.

Thomas, Anna E.↗
NASA NTRS2006

Experimental Validation of a Closed Brayton Cycle System Transient Simulation

The Brayton Power Conversion Unit (BPCU) is a closed cycle system with an inert gas working fluid. It is located in Vacuum Facility 6 at NASA Glenn Research Center. Was used in previous solar dynamic technology efforts (SDGTD). Modified to its present configuration by replacing the solar receiver with an electrical resistance heater. The first closed-Brayton-cycle to be coupled with an ion propulsion system. Used to examine mechanical dynamic characteristics and responses. The focus of this work was the validation of a computer model of the BPCU. Model was built using the Closed Cycle System Simulation (CCSS) design and analysis tool. Test conditions were then duplicated in CCSS. Various steady-state points. Transients involving changes in shaft rotational speed and heat input. Testing to date has shown that the BPCU is able to generate meaningful, repeatable data that can be used for computer model validation. Results generated by CCSS demonstrated that the model sufficiently reproduced the thermal transients exhibited by the BPCU system. CCSS was also used to match BPCU steady-state operating points. Cycle temperatures were within 4.1% of the data (most were within 1%). Cycle pressures were all within 3.2%. Error in alternator power (as much as 13.5%) was attributed to uncertainties in the compressor and turbine maps and alternator and bearing loss models. The acquired understanding of the BPCU behavior gives useful insight for improvements to be made to the CCSS model as well as ideas for future testing and possible system modifications.

Johnson, Paul K.↗
NASA NTRSDate not supplied

CFD Evaluation of Radial Airflow Lean Direct Injectors for Commercial Supersonics Technology

An overview is provided of the impact on NOx emissions of replacing the six axial airflow Main swirlers of a seven-element lean-direct injection (LDI) module with radial airflow swirlers. The CFD study was motivated by the goal of reducing EINOx emissions of a combustor operating at supersonic cruise condition to a nominal value of 10 or below. The Open version of the National Combustion Code (OpenNCC) was used to perform two-phase reacting flow computations with various radial airflow swirler LDI flametube designs with an ‘average’ Jet-A (A2) fuel. The predicted EINOx emissions for the various radial airflow designs evaluated with OpenNCC were within 20% of each other, and 25% lower than current LDI injector designs using axial airflow swirlers.

gas turbine combustion↗
NASA NTRS2002

Effect of Variable Chord Length on Transonic Axial Rotor Performance Investigated

During the life of any gas turbine, blade erosion is present, especially for those units that are exposed to unfiltered air, such as aviation turbofan engines. The effect of this erosion is to reduce the blade chord progressively from the midspan to the tip region and to roughen and distort the blade surface. The effects of roughness on rotor performance have been documented by Suder et al. and Roberts. These papers indicate that the penalty for leading-edge roughness and erosion can be significant. Turbofan operators, therefore, restore chord length at routine maintenance intervals to regain performance before deterioration is too severe to salvage blades. As the rotor blades erode, the leading edge becomes rough - blunt and distorted from the nominal shape - and the aerodynamic performance suffers. Nominal performance can be recovered by recontouring the leading edges. This process, which inherently shortens the blade chord, can be used until the blade chord erodes to the stall limit. Below this chord length, which varies among engine-compressor types, a decrease of stall margin is likely. After compressor blade rework that includes leading edge recontouring, the blades have different chord lengths, ranging from blades that are near nominal chord length down to those near the stall chord limit. Furthermore, as blades erode below the stall limit, they must be replaced with new blades that have the full nominal chord length. Consequently, a set of compressor blades with varying chord lengths will be installed into each turbofan engine that goes through a complete maintenance cycle. The question arises, "Does fan or compressor performance depend on the order in which mixed-chord blades are installed into a fan or compressor disk?"

Suder, Kenneth L.↗
NASA NTRS2005

High-Temperature, High-Load-Capacity Radial Magnetic Bearing

A radial heteropolar magnetic bearing capable of operating at a temperature as high as 1,000 F (=540 C) has been developed. This is a prototype of bearings for use in gas turbine engines operating at temperatures and speeds much higher than can be withstood by lubricated rolling-element bearings. It is possible to increase the maximum allowable operating temperatures and speeds of rolling-element bearings by use of cooling-air systems, sophisticated lubrication systems, and rotor-vibration- damping systems that are subsystems of the lubrication systems, but such systems and subsystems are troublesome. In contrast, a properly designed radial magnetic bearing can suspend a rotor without contact, and, hence, without need for lubrication or for cooling. Moreover, a magnetic bearing eliminates the need for a separate damping system, inasmuch as a damping function is typically an integral part of the design of the control system of a magnetic bearing. The present high-temperature radial heteropolar magnetic bearing has a unique combination of four features that contribute to its suitability for the intended application: 1. The wires in its electromagnet coils are covered with an insulating material that does not undergo dielectric breakdown at high temperature and is pliable enough to enable the winding of the wires to small radii. 2. The processes used in winding and potting of the coils yields a packing factor close to 0.7 . a relatively high value that helps in maximizing the magnetic fields generated by the coils for a given supplied current. These processes also make the coils structurally robust. 3. The electromagnets are of a modular C-core design that enables replacement of components and semiautomated winding of coils. 4. The stator is mounted in such a manner as to provide stable support under radial and axial thermal expansion and under a load as large as 1,000 lb (.4.4 kN).

Provenza, Andrew↗
NASA NTRS2002

Knowledge of Pest Resistance in SiC/BN/SiC Composites Improved

Ceramic-matrix composites (CMC's) consisting of a silicon carbide matrix reinforced with boron-nitride- (BN-) coated silicon carbide (SiC) fibers are strong contenders for commercial and aerospace applications (in particular, the hot sections of high-performance turbine engines in advanced aircraft and generators). They have very good mechanical properties below approximately 600 C and above approximately 1000 C. Between those temperatures, however, the BN coating oxidizes easily, and the oxidation of the SiC matrix is too sluggish to seal off the composite with a protective layer of silica. In that temperature interval, the preferential oxidation of the BN weakens and embrittles the composite. That phenomenon, referred to as "pest" degradation, is the focus of this work, which aims to identify the causes of and remedies for pesting. Previous work established that pesting in Hi-Nicalon (Nippon Carbon Co., Ltd., Japan)/SiC composites was caused by a layer of free carbon that undermined the oxidation resistance of the BN. New work suggests that composites containing a source of carbon are prone to severe pesting and that those that are free of elemental carbon are resistant pesting. Pest resistance was assessed by exposing machined samples for 100 to 150 hr in an atmospheric burner rig at 600 to 1100 C, followed by a tensile fracture test to measure residual mechanical properties and by characterization of the interphase microstructure. Whether the elemental carbon came from intrinsic or extrinsic sources, its presence induced the tensile strength to drop by over 50 percent in the burner rig, with an even more severe loss of fracture strain. A likely mechanism by which burnoff of the carbon layer exposes the BN to accelerated flank attack by ambient oxidants is shown. The BN is replaced with borosilicates that attack the fiber, and ultimately with silica that embrittles the composites by rigidly bonding components. Thus, the study has shown that pesting can be prevented in SiC/BN/SiC, or at least reduced, by simply excluding free carbon. These studies continue, and plans for future work include investigating the role that carbon may play elsewhere in the interphase region.

Thomas-Ogbuji, Linus U.↗
NASA NTRS2014

Performance of a Supersonic Over-Wing Inlet with Application to a Low-Sonic-Boom Aircraft

Development of commercial supersonic aircraft has been hindered by many related factors including fuel-efficiency, economics, and sonic-boom signatures that have prevented over-land flight. Materials, propulsion, and flight control technologies have developed to the point where, if over-land flight were made possible, a commercial supersonic transport could be economically viable. Computational fluid dynamics, and modern optimization techniques enable designers to reduce the boom signature of candidate aircraft configurations to acceptable levels. However, propulsion systems must be carefully integrated with these low-boom configurations in order that the signatures remain acceptable. One technique to minimize the downward propagation of waves is to mount the propulsion systems above the wing, such that the wing provides shielding from shock waves generated by the inlet and nacelle. This topmounted approach introduces a number of issues with inlet design and performance especially with the highly-swept wing configurations common to low-boom designs. A 1.79%-scale aircraft model was built and tested at the NASA Glenn Research Center's 8-by 6-Foot Supersonic Wind Tunnel (8x6 SWT) to validate the configuration's sonic boom signature. In order to evaluate performance of the top-mounted inlets, the starboard flow-through nacelle on the aerodynamic model was replaced by a 2.3%-scale operational inlet model. This integrated configuration was tested at the 8x6 SWT from Mach 0.25 to 1.8 over a wide range of angles-of-attack and yaw. The inlet was also tested in an isolated configuration over a smaller range of angles-of-attack and yaw. A number of boundary-layer bleed configurations were investigated and found to provide a substantial positive impact on pressure recovery and distortion. Installed inlet performance in terms of mass capture, pressure recovery, and distortion over the Mach number range at the design angle-of-attack of 4-degrees is presented herein and compared to that at 0- degrees, as well as the isolated inlet configuration to highlight installation effects. Performance of the installed inlet fell below that of the isolated inlet at Mach numbers of 1.4 and greater. The installed inlet demonstrated adequate operability over the expected range of angles-of-attack and yaw, but did exhibit definite angle-ofattack and yaw limits at supersonic conditions. At each supersonic flight Mach number, performance parameters near zero yaw angle were relatively insensitive to yaw, but in general the yaw angle yielding best performance was non-zero and varied with angle-of-attack. Performance of the installed inlet is also presented as functions of angle-of-attack and yaw to highlight these effects. Distortion at the aerodynamic interface plane ranged between 10 and 25% at the inlet critical points over the range of flight Mach numbers tested and did not decrease significantly for the isolated inlet. Although these distortion levels would be considered high for operation with a turbine engine, the over-wing installation is likely not as significant a contributor as the low test Reynolds number. This is demonstrated by comparing CFD analysis of the isolated inlet at test scale with that at intermediate and full scales.

Performance↗
NASA NTRS2002

Heated Surface Temperatures Measured by Infrared Detector in a Cascade Environment

Investigators have used infrared devices to accurately measure heated surface temperatures. Several of these applications have been for turbine heat transfer studies involving film cooling and surface roughness, typically, these measurements use an infrared camera positioned externally to the test section. In cascade studies, where several blades are used to ensure periodic flow, adjacent blades block the externally positioned camera's views of the test blade. To obtain a more complete mapping of the surface temperatures, researchers at the NASA Glenn Research Center fabricated a probe with an infrared detector to sense the blade temperatures. The probe size was kept small to minimize the flow disturbance. By traversing and rotating the probe, using the same approach as for total pressure surveys, one can find the blade surface temperatures. Probe mounted infrared detectors are appropriate for measuring surface temperatures where an externally positioned infrared camera is unable to completely view the test object. This probe consists of a 8-mm gallium arsenide (GaAs) lens mounted in front of a mercury-cadmium-zinc-tellurium (HgCdZnTe) detector. This type of photovoltaic detector was chosen because of its high sensitivity to temperature when the detector is uncooled. The particular application is for relatively low surface temperatures, typically ambient to 100 C. This requires a detector sensitive at long wavelengths. The detector is a commercial product enclosed in a 9-mm-diameter package. The GaAs lens material was chosen because of its glass-like hardness and its good long-wavelength transmission characteristics. When assembled, the 6.4-mm probe stem is held in the traversing actuator. Since the entire probe is above the measurement plane, the flow field disturbance in the measurement plane is minimized. This particular probe body is somewhat wider than necessary, because it was designed to have replaceable detectors and lenses. The signal for the detector is fed through the hollow probe body. The detector's signal goes to an externally mounted preamplifier. The detector assembly, along with a preamplifier, is calibrated as a function of the surface temperature for various detector temperatures. The output voltage is a function of both the detector and object temperatures.

Boyle, Robert J.↗
NASA NTRS2000

Creep Properties of NiAl-1Hf Single Crystals Re-Investigated

NiAl-1Hf single crystals have been shown to be quite strong at 1027 C, with strength levels approaching those of advanced Ni-based superalloys. Initial testing, however, indicated that the properties might not be reproducible. Study of the 1027 C creep behavior of four different NiAl-1Hf single-crystal ingots subjected to several different heat treatments indicated that strength lies in a narrow band. Thus, we concluded that the mechanical properties are reproducible. Recent investigations of the intermetallic NiAl have confirmed that minor alloying additions combined with single-crystal growth technology can produce elevated temperature strength levels approaching those of Ni-based superalloys. For example, General Electric alloy AFN 12 {Ni-48.5(at.%) Al-0.5Hf-1Ti-0.05Ga} has a creep rupture strength equivalent to Rene 80 combined with a approximately 30-percent lower density, a fourfold improvement in thermal conductivity, and the ability to form a self-protective alumina scale in aggressive environments. Although the compositions of strong NiAl single crystals are relatively simple, the microstructures are complex and vary with the heat treatment and with small ingot-toingot variations in the alloy chemistry. In addition, initial testing suggested a strong dependence between microstructure and creep strength. If these observations were true, the ability to utilize NiAl single-crystal rotating components in turbine machinery could be severely limited. To investigate the possible limitations in the creep response of high-strength NiAl single crystals, the NASA Glenn Research Center at Lewis Field initiated an in depth investigation of the effect of heat treatment on the microstructure and subsequent 1027 C creep behavior of [001]-oriented NiAl-1Hf with a nominal chemistry of Ni-47.5Al-1Hf-0.5Si. This alloy was selected since four ingots, grown over a number of years and possessing slightly different compositions, were available for study. Specimens taken from the ingots were subjected to several heat treatment schedules, examined by transmission electron microscopy, and tested in both compression and tension. An example of the microstructure found in a [001]-oriented NiAl-1Hf specimen after a solution treatment at 1317 C for 50 hr followed by air cooling is illustrated in the image on the left, where the NiAl matrix contains a uniform distribution of nanometer-scale Gphase (Ni16Hf6Si7) precipitates. Other heat treating schedules produced microstructures with nanometer-sized G-phase cubes and plates or, in an extreme case, produced a microstructure with all the G-phase converted to Heusler (Ni2AlHf) particles. The results of 1027 C creep strength and strain rate testing are illustrated which summarizes data from tensile and compressive testing of samples cut from all four NiAl-1Hf ingots and subjected to a variety of heat treatment schedules. With one exception, all the strength values lie in a narrow band that spans six orders of magnitude in strain rate. The only factor that produced results outside of this band was the heat treatment schedule that dissolved all the G-phase and replaced it with Heusler precipitates. The results portrayed in this figure lead to the important practical conclusion that the elevated-temperature creep properties of NiAl-1Hf single crystals are reproducible and are not affected by small variations in alloy chemistry from ingot to ingot or by different initial distributions of G-phase in the heat-treated alloy. The only variable in this study that produced a significant and delerious effect on mechanical strength was a post-solution heat treatment that lead to the complete disappearance of the G-phase in favor of Heusler precipitates.

Whittenberger, J. Daniel↗
NASA NTRS2002

Sector Tests of a Low-NO(sub x), Lean, Direct- Injection, Multipoint Integrated Module Combustor Concept Conducted

The low-emissions combustor development described is directed toward advanced high pressure aircraft gas-turbine applications. The emphasis of this research is to reduce nitrogen oxides (NOx) at high-power conditions and to maintain carbon monoxide and unburned hydrocarbons at their current low levels at low power conditions. Low-NOx combustors can be classified into rich-burn and lean-burn concepts. Lean-burn combustors can be further classified into lean-premixed-prevaporized (LPP) and lean direct injection (LDI) concepts. In both concepts, all the combustor air, except for liner cooling flow, enters through the combustor dome so that the combustion occurs at the lowest possible flame temperature. The LPP concept has been shown to have the lowest NOx emissions, but for advanced high-pressure-ratio engines, the possibility of autoignition or flashback precludes its use. LDI differs from LPP in that the fuel is injected directly into the flame zone, and thus, it does not have the potential for autoignition or flashback and should have greater stability. However, since it is not premixed and prevaporized, good atomization is necessary and the fuel must be mixed quickly and uniformly so that flame temperatures are low and NOx formation levels are comparable to those of LPP. The LDI concept described is a multipoint fuel injection/multiburning zone concept. Each of the multiple fuel injectors has an air swirler associated with it to provide quick mixing and a small recirculation zone for burning. The multipoint fuel injection provides quick, uniform mixing and the small multiburning zones provide for reduced burning residence time, resulting in low NOx formation. An integrated-module approach was used for the construction where chemically etched laminates, diffusion bonded together, combine the fuel injectors, air swirlers, and fuel manifold into a single element. The multipoint concept combustor was demonstrated in a 15 sector test. The configuration tested had 36 fuel injectors and fuel-air mixers that replaced two fuel injectors in a conventional dual-annular combustor. During tests, inlet temperatures were up to 870 K and inlet pressures were up to 5400 kPa. A correlation was developed that related the NOx emissions with the inlet temperature, inlet pressure, fuel-air ratio, and pressure drop. At low-power conditions, fuel staging was used so that high combustion efficiency was obtained with only one-fourth of the fuel injectors flowing. The test facility had optical access, and visual images showed the flame to be very short, approximately 25 mm long.

Tacina, Robert R.↗
NASA NTRS2001

Exoskeletal Engine Concept: Feasibility Studies for Medium and Small Thrust Engines

The exoskeletal engine concept is one in which the shafts and disks are eliminated and are replaced by rotating casings that support the blades in spanwise compression. Omission of the shafts and disks leads to an open channel at the engine centerline. This has immense potential for reduced jet noise and for the accommodation of an alternative form of thruster for use in a combined cycle. The use of ceramic composite materials has the potential for significantly reduced weight as well as higher working temperatures without cooling air. The exoskeletal configuration is also a natural stepping-stone to complete counter-rotating turbomachinery. Ultimately this will lead to reductions in weight, length, parts count and improved efficiency. The feasibility studies are in three parts. Part 1: Systems and Component Requirements addressed the mechanical aspects of components from a functionality perspective. This effort laid the groundwork for preliminary design studies. Although important, it is not felt to be particularly original, and has therefore not been included in the current overview. Part 2: Preliminary Design Studies turned to some of the cycle and performance issues inherent in an exoskeletal configuration and some initial attempts at preliminary design of turbomachinery were described. Twin-spoon and single-spool 25,800-lbf-thrust turbofans were used as reference vehicles in a mid-size commercial subsonic category in addition to a single-spool 5,000-lbf-thrust turbofan that represented a general aviation application. The exoskeletal engine, with its open centerline, has tremendous potential for noise suppression and some preliminary analysis was done which began to quantify the benefits. Part 3: Additional Preliminary Design Studies revisited the design of single-spool 25,800-lbf-thrust turbofan configurations, but in addition to the original FPR = 1.6 and BPR = 5.1 reference engine. two additional configurations used FPR = 2.4 and BPR = 3.0 and FPR = 3.2 and BPR = 2.0 were investigated. The single-spool 5.000-lbf-thrust turbofan was refined and the small engine study was extended to include a 2,000-lbf-thrust turbojet. More attention was paid to optimizing the turbomachinery. Turbine cooling flows were eliminated, in keeping with the use of uncooled CMC materials in exoskeletal engines. The turbine performance parameters moved much closer to the nominal target values, demonstrating the great benefits to the cycle of uncooled turbines.

Halliwell, Ian↗
NASA NTRS2001

Exoskeletal Engine Concept: Feasibility Studies for Medium and Small Thrust Engines

The exoskeletal engine concept is one in which the shafts and disks are eliminated and are replaced by rotating casings that support the blades in spanwise compression. Omission of the shafts and disks leads to an open channel at the engine centerline. This has immense potential for reduced jet noise and for the accomodation of an alternative form of thruster for use in a combined cycle. The use of ceramic composite materials has the potential for significantly reduced weight as well as higher working temperatures without cooling air. The exoskeletal configuration is also a natural stepping-stone to complete counter-rotating turbomachinery. Ultimately this will lead to reductions in weight, length, parts count and improved efficiency. The feasibility studies are in three parts. Part I-Systems and Component Requirements addressed the mechanical aspects of components from a functionality perspective. This effort laid the groundwork for preliminary design studies. Although important, it is not felt to be particularly original, and has therefore not been included in the current overview. Part 2-Preliminary Design Studies turned to some of the cycle and performance issues inherent in an exoskeletal configuration and some initial attempts at preliminary design of turbomachinery were described. Twin-spoon and single-spool 25.800-lbf-thrust turbofans were used as reference vehicles in a mid-size commercial subsonic category in addition to a single-spool 5,000-lbf-thrust turbofan that represented a general aviation application. The exoskeletal engine, with its open centerline, has tremendous potential for noise suppression and some preliminary analysis was done which began to quantify the benefits. Part 3-Additional Preliminary Design Studies revisited the design of single-spool 25,800-lbf-thrust turbofan configurations, but in addition to the original FPR = 1.6 and BPR = 5.1 reference engine, two additional configurations used FPR = 2.4 and BPR = 3.0 and FPR = 3.2 and BPR = 2.0 were investigated. The single-spool 5,000-lbf-thrust turbofan was refined and the small engine study was extended to include a 2,000-lbf-thrust turbojet. More attention was paid to optimizing the turbomachinery. Turbine cooling flows were eliminated, in keeping with the use of uncooled CMC material in exoskeletal engines. The turbine performance parameters moved much closer to the nominal target values, demonstrating the great benefits to the cycle of uncooled turbines.

Halliwell, Ian↗