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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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Device proves superiority in having two and one half to three times the energy content of popular lead-zinc or nickel-cadmium batteries. Application to electric utility vehicles improved acceleration rate and nearly doubled driving range between rechargings. Unit contributes substantially toward realization of practical urban electrical automobiles.
The objective is to construct a framework wherein the various models of human biomaterials fit in order to describe the biodynamic response of the human body. The behavior of the human body in various situations, from low frequency, low amplitude vibrations to impact loadings in automobile and aircraft crashes, is very complicated with respect to all aspects of the problem: materials, geometry and dynamics. The materials problem is the primary concern, but the materials problem is intimately connected with geometry and dynamics.
Internal sound fields are considered. Specifically, the interaction between the (acoustic) sound pressure field and the (elastic) flexible wall of an enclosure is discussed. Such problems frequently arise when the vibrating walls of a transportation vehicle induce a significant internal sound field. Cabin noise in various flight vehicles and the internal sound field in an automobile are representative examples. A mathematical model, simplified solutions, and numerical results and comparisons with representative experimental data are briefly considered. An overall conclusion is that reasonable grounds for optimism exist with respect to available theoretical models and their predictive capability.
A hydrogen-enriched fuels concept for automobiles is described and evaluated in terms of fuel consumption and engine exhaust emissions through multicylinder (V-8) automotive engine/hydrogen generator tests, single cylinder research engine (CFR) tests, and hydrogen-generator characterization tests. Analytical predictions are made of the fuel consumption and NO/sub x/ emissions which would result from anticipated engine improvements. The hydrogen-gas generator, which was tested to quantify its thermodynamic input-output relationships was used for integrated testing of the V-8 engine and generator.
The man machine interface between the human driver and his automobile during car following tasks was examined. A direct connection between models of the human operator and the theory of optimal control was established for car following situations involving both linear and nonlinear car dynamics. Results obtained from several types of mathematical models are discussed. Conventional parameter identification techniques were used to obtain the parameters of these models by comparing their performance to data obtained by aerial photogrammetry. The results indicate that there are two general classes of model structures: models assumed to have preview information and models without preview.
The possibility of using hydrogen for storing and carrying energy obtained from nonfossil sources such as nuclear and solar energy is examined. According to the method proposed, these nonfossil raw energy sources will be used to obtain hydrogen from water by three basically distinct routes: (1) electrical generation followed by electrolysis; (2) thermochemical decomposition; and (3) direct neutron or ultraviolet irradiation of hydrogen bearing molecules. The hydrogen obtained will be transmitted in long-distance pipelines, and distributed to all energy-consuming sectors. As a fuel gas, hydrogen has many qualities similar to natural gas and with only minor modifications, it can be transmitted and distributed in the same equipment, and can be burned in the same appliances as natural gas. Hydrogen can also be used as a clean fuel (water is the only combustion product) for automobiles, fleet vehicles, and aircraft.
A kinesthetic-tactual (K-T) display concept is now under research and development (R & D) at the Ohio State University. It appears to offer considerable promise for useful application in helicopters by conveying control information via the sense of touch. This is a review of the overall R & D program including the original K-T display design, initial studies in automobile and fixed-wing vehicles, and feasibility experiments in a helicopter simulator. In addition to investigations of control and potential workload reduction, present efforts are directed toward establishing optimal design requirements for K-T helicopter displays. Potential applications, modes of usage, and the kinds of information that may be displayed in helicopter applications are discussed along with a brief forecast of future R & D. A brief description of the latest multi-axis laboratory prototype K-T display is also provided.
Two modified stainless-steel formulations, with only two-thirds chromium content found in conventional type 304, have mechanical and chemical properties comparable to type 304. Low-chromium stainless steels have potential uses in heat exchangers, transfer lines for chemicals, automobile trim, and other applications.
A portable L-band voice transceiver was developed as a feasibility model and can provide a half-duplex voice link to another terminal via the L-band transponder on the Applications Technology Satellite, ATS-6. The narrow band FM transceiver utilizes commercial subsystems including a UHF transceiver, provides an RF output power of 20 watts, weights less than 25 lbs., is housed in a plastic briefcase, can be powered by an automobile electrical system, and has been successfully operated with ATS-6 on numerous occasions. Design considerations and operation of the transceiver are described, along with alignment and testing procedures, packaging and cost considerations, subsystem performance requirements and overall transceiver performance characteristics.
To support the development of the Stirling engine as a possible alternative to the automobile spark-ignition engine, the thermodynamic characteristics of the Stirling engine were analyzed and modeled on a computer. The modeling techniques used are presented. The performance of an existing rhombic-drive Stirling engine was simulated by use of this computer program, and some typical results are presented. Engine tests are planned in order to evaluate this model.
The purpose of the VEEP simulation program was to: (1) predict vehicle fuel economy and relative emissions over any specified driving cycle; (2) calculate various measures of vehicle performance (acceleration, passing manuevers, gradeability, top speed), and (3) give information on the various categories of energy dissipation (rolling friction, aerodynamics, accessories, inertial effects, component inefficiences, etc.). The vehicle is described based on detailed subsystem information and numerical parameters characterizing the components of a wide variety of self-propelled vehicles. Conventionally arranged heat engine powered automobiles were emphasized, but with consideration in the design toward the requirement of other types of vehicles.
The state-of-the-art of automobile gas turbine technology, particularly with respect to fuel economy and emissions, was defined. An advanced gas turbine system is proposed which incorporates significant advances in technology, and has a fifty to sixty percent gain in fuel economy over the spark ignition engine, while meeting the same goals of the improved gas turbine engine.
Running of the upgraded engine has indicated that, although the engine is mechanically sound, it is deficient in power. Recent modifications and corrective action have improved this. Testing of the engine is being done in the test cell. This simulates an automobile installation. Located in the inlet flow ducts are two turbine flow meters to measure engine air flow.
Current and advanced conventional engines, advanced alternative engines, advanced power train components, and other energy conserving automobile modifications which could be implemented by the end of this century are examined. Topics covered include gas turbine engines, Stirling engines, advanced automatic transmissions, alternative fuels, and metal and ceramic technology. Critical problems are examined and areas for future research are indicated.
Experimental data were generated to support an assessment of the relationship between automobile fuel economy and emissions control systems. Tests were made at both the engine and vehicle levels. Detailed investigations were made on cold-start emissions devices, exhaust gas recirculation systems, and air injection reactor systems. Based on the results of engine tests, an alternative emission control system and modified control strategy were implemented and tested in the vehicle. With the same fuel economy and NOx emissions as the stock vehicle, the modified vehicle reduced HC and CO emissions by about 20 percent. By removing the NOx emissions constraint, the modified vehicle demonstrated about 12 percent better fuel economy than the stock vehicle.
A fuel vapor injector/igniter system was evaluated for its effect on automobile engine performance, fuel economy, and exhaust emissions. Improved fuel economy and emissions, found during the single cylinder tests were not realized with a multicylinder engine. Multicylinder engine tests were conducted to compare the system with both a stock and modified stock configuration. A comparison of cylinder-to-cylinder equivalence ratio distribution was also obtained from the multicylinder engine tests. The multicylinder engine was installed in a vehicle was tested on a chassis dynamometer to compare the system with stock and modified stock configurations. The fuel vapor injector/igniter system (FIDC) configuration demonstrated approximately five percent improved fuel economy over the stock configuration, but the modified stock configuration demonstrated approximately twelve percent improved fuel economy. The hydrocarbon emissions were approximately two-hundred-thirty percent higher with the FIDC system than with the stock configuration. Both the FIDC system and the modified stock configuration adversely affected driveability. The FIDC system demonstrated a modest fuel savings, but with the penalty of increased emissions, and loss of driveability.
Ride quality refers to the interior or passenger environment of a transportation system as well as the passenger response to the environment. Ride quality factors are illustrated with the aid of a diagram presenting inputs to vehicle, the vehicle transfer function, the ride environment, the passenger response function, and the passenger ride response. The reported investigation considers the ride environment as measured on a variety of air and surface vehicles, the passenger response to the environment as determined from laboratory and field surveys, and criteria/standards for vibration, noise, and combined stimuli. Attention is given to the vertical vibration characteristics in cruise for aircraft and automobile, the aircraft vibration levels for various operating regimes, comparative noise levels during cruise, the discomfort level for a 9 Hz sinusoidal vibration, equal discomfort contours for vertical vibration, subjective response to noise in a speech situation, and noise and vibration levels for constant discomfort contours.
The distribution of carbon monoxide emitted mainly from an automobile exhaust is investigated. Carbon monoxide is assumed to be chemically inert. The transport model, in analogy with the shallow-water theory in fluid dynamics, considers variation of all physical quantities in the horizontal direction below the temperature inversion layer. Pollutants are found to be carried primarily by the wind; turbulent diffusion in a normal day plays only a minor role. The concentration of CO predicted by the present model for the entire Los Angeles basin is compared with observed data at nine stations. Accuracy of four different numerical schemes, the effect of turbulent diffusivity, and the source strengths are examined.