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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 19 records

Predator mass mortality events restructure food webs through trophic decoupling

Predators have a key role in structuring ecosystems. However, predator loss is accelerating globally, and predator mass-mortality events (MMEs)—rapid large-scale die-offs—are now emblematic of the Anthropocene epoch. Owing to their rare and unpredictable nature, we lack an understanding of how MMEs immediately impact ecosystems. Past predator-removal studies may be insufficient to understand the ecological consequences of MMEs because, in nature, dead predators decompose in situ and generate a resource pulse, which could alter ensuing ecosystem dynamics by temporarily enhancing productivity. Here we experimentally induce MMEs in tritrophic, freshwater lake food webs and report ecological dynamics that are distinct from predator losses or resource pulses alone, but that can be predicted from theory. MMEs led to the proliferation of diverse consumer and producer communities resulting from weakened top-down predator control and stronger bottom-up effects through predator decomposition. In contrast to predator removals alone, enhanced primary production after MMEs dampened the consumer community response. As a consequence, MMEs generated biomass dynamics that were most similar to those of undisturbed systems, indicating that they may be cryptic disturbances in nature. These biomass dynamics led to trophic decoupling, whereby the indirect beneficial effects of predators on primary producers are lost and later materialize as direct bottom-up effects that stimulate primary production amid intensified herbivory. Furthermore, these results reveal ecological signatures of MMEs and demonstrate the feasibility of forecasting novel ecological dynamics arising with intensifying global change.

Food webs↗

Simulation comparison of a decoupled longitudinal control system and a velocity vector control wheel steering system during landings in wind shear

A simulator comparison of the velocity vector control wheel steering (VCWS) system and a decoupled longitudinal control system is presented. The piloting task was to use the electronic attitude direction indicator (EADI) to capture and maintain a 3 degree glide slope in the presence of wind shear and to complete the landing using the perspective runway included on the EADI. The decoupled control system used constant prefilter and feedback gains to provide steady state decoupling of flight path angle, pitch angle, and forward velocity. The decoupled control system improved the pilots' ability to control airspeed and flight path angle during the final stages of an approach made in severe wind shear. The system also improved their ability to complete safe landings. The pilots preferred the decoupled control system in severe winds and, on a pilot rating scale, rated the approach and landing task with the decoupled control system as much as 3 to 4 increments better than use of the VCWS system.

Kimball, G., Jr.↗

Marine Boundary Layer Decoupling and the Stable Isotopic Composition of Water Vapor

Decoupling of the subcloud layer in stratocumulus-topped marine boundary layers (STMBL) influences low-cloud cover by limiting the supply of water vapor from the surface. However, the relative importance of mixing between surface fluxes and other reservoirs of water vapor as a function of the degree of decoupling is poorly understood. Water vapor transport within the STMBL and its response to decoupling is explored using surface measurements of water vapor isotopic composition that were obtained from Graciosa Island, Azores, during the summer and fall of 2018. The data show an inverse relationship between the decoupling metric, Δq, and the degree of drying from an isotopically depleted water vapor source. The isotopic data require some degree of drying with an isotopically depleted source for coupled conditions, and likely require a small amount of mixing even for strongly decoupled conditions. The data are consistent with mixing between purely local reservoirs of water vapor, subjected to a small amount of condensation and fractionation, and do not require the invocation of large-scale transport of water vapor aloft or additional cloud-formation effects aloft.

54 ENVIRONMENTAL SCIENCES↗

Idealized Large-Eddy Simulations of Stratocumulus Advecting over Cold Water. Part I: Boundary Layer Decoupling

Abstract We explore the decoupling physics of a stratocumulus-topped boundary layer (STBL) moving over cooler water, a situation mimicking warm-air advection (WADV). We simulate an initially well-mixed STBL over a doubly periodic domain with the sea surface temperature decreasing linearly over time using the System for Atmospheric Modeling large-eddy model. Due to the surface cooling, the STBL becomes increasingly stably stratified, manifested as a near-surface temperature inversion topped by a well-mixed cloud-containing layer. Unlike the stably stratified STBL in cold-air advection (CADV) that is characterized by cumulus coupling, the stratocumulus deck in the WADV is unambiguously decoupled from the sea surface, manifested as weakly negative buoyancy flux throughout the subcloud layer. Without the influxes of buoyancy from the surface, the convective circulation in the well-mixed cloud-containing layer is driven by cloud-top radiative cooling. In such a regime, the downdrafts propel the circulation, in contrast to that in CADV regime for which the cumulus updrafts play a more determinant role. Such a contrast in convection regime explains the difference in many aspects of the STBLs including the entrainment rate, cloud homogeneity, vertical exchanges of heat and moisture, and lifetime of the stratocumulus deck, with the last being subject to a more thorough investigation in Part II. Finally, we investigate under what conditions a secondary stratus near the surface (or fog) can form in the WADV. We found that weaker subsidence favors the formation of fog whereas a more rapid surface cooling rate does not. Significant Statement The low-lying blanketlike clouds, called stratocumulus (Sc), reflect much incoming sunlight, substantially modulating Earth’s temperature. While much is known about how the Sc evolves when it moves over warmer water, few studies examine the opposite situation of Sc moving over colder water. We used a high-resolution numerical model to simulate such a case. When moving over cold water, the Sc becomes unambiguously decoupled from the water surface, distinctive from its warm counterpart in which the Sc interacts with the water surface via intermittent cauliflower-like clouds called cumulus clouds. Such decoupling influences many aspects of the Sc–sea surface system, which combine to alter the ability of the Sc to reflect sunlight, thereby influencing the climate. This work laid the foundation for future work that quantifies the contribution of such a decoupled Sc regime to Earth’s radiative budget and climate change.

54 ENVIRONMENTAL SCIENCES↗

Fixed-base simulation study of decoupled controls during approach and landing of a STOL transport airplane

A fixed-base visual simulation study has been conducted to evaluate the use of decoupled controls as a means for reducing pilot workload during approach and landing of an externally blown jet-flap short take-off and landing (STOL) transport. All six rigid-body degrees of freedom were employed with the aerodynamic characteristics based on wind-tunnel data. The primary piloting task was to use a flight director to capture and maintain a two-segment glide slope, with a closed-circuit television display of a STOL airport used during simulations of the flare and landing. The decoupled longitudinal controls used constant prefilter and feedback gains to provide steady-state decoupling of flight-path angle, pitch angle, and forward velocity. The pilots were enthusiastic about the decoupled longitudinal controls but believed the decoupled concept offered no significant advantage over conventional controls in the lateral mode.

Miller, G. K., Jr.↗

Study of an aircraft decoupled longitudinal control system for approach and landing

A series of ground-based and in-flight simulation studies of the application of steady-state decoupled longitudinal controls to a short take-off and landing (STOL) transport have been made. The externally blown flap STOL was selected for study because it was considered to be a worst-case situation from the control viewpoint. The decoupled longitudinal control system used constant prefilter and feedback gains to provide independent control of flight-path angle, pitch angle, and forward velocity during landing approach. The decoupled controls were compared to a more conventional stability augmentation system. The pilots were enthusiastic about the decoupled controls; the pilot workload was reduced and the landing performance significantly improved. The benefit of the decoupled controls was more dramatic during in-flight simulation using a variable stability airplane than was the case with either fixed- or moving-base, ground-based simulators.

Miller, G. K., Jr.↗

Fixed-base simulation study of decoupled longitudinal controls during approach and landing of a medium jet transport in the presence of wind shear

The use of decoupled longitudinal controls during the approach and landing of a typical twin-engine jet transport in the presence of wind shear was studied. The simulation included use of a localizer and flight director to capture and maintain a 3 deg glide slope. The pilot then completed the landing by using visual cues provided below an altitude of 200 m by closed-circuit television and a terrain model. The decoupled controls used constant prefilter and feedback gains to provide steady state decoupling of flight path angle, pitch angle, and forward velocity. The use of the decoupled control system improved pilot performance during the approach and at touchdown in the presence of wind shears. The pilots preferred the decoupled controls and rated the task 1 to 3 increments better on a pilot rating scale, depending on wind conditions, than was the case when conventional controls were used.

Miller, G. K., Jr.↗

A new semiclassical decoupling scheme for electronic transitions in molecular collisions - Application to vibrational-to-electronic energy transfer

A new semiclassical decoupling scheme (the trajectory-based decoupling scheme) is introduced in a computational study of vibrational-to-electronic energy transfer for a simple model system that simulates collinear atom-diatom collisions. The probability of energy transfer (P) is calculated quasiclassically using the new scheme as well as quantum mechanically as a function of the atomic electronic-energy separation (lambda), with overall good agreement between the two sets of results. Classical mechanics with the new decoupling scheme is found to be capable of predicting resonance behavior whereas an earlier decoupling scheme (the coordinate-based decoupling scheme) failed. Interference effects are not exhibited in P vs lambda results.

Lee, H.-W.↗

A decoupled control system for improved flight performance in wind shear

A fixed-base simulation study has been made to compare the approach and landing performance of a decoupled longitudinal control system and the velocity-vector control-wheel steering (VCWS) system that currently exists on the NASA Terminal Configured Vehicle (TCV). The decoupled control system employed constant prefilter and feedback gains to provide steady-state decoupling of flight-path angle, pitch angle, and forward velocity using symmetric spoilers, throttle, and elevator as active control elements. In severe wind shear, of the Kennedy-type, the decoupled control system improved both approach performance and touchdown performance even when the spoiler deflection was limited to 16 deg. On a 10-point rating scale, three research pilots rated the approach and landing task with decoupled controls as much as 3 to 4 increments better than the use of the VCWS system in severe winds

Miller, G. K., Jr.↗

Flight test of a decoupler pylon for wing/store flutter suppression

The decoupler pylon is a NASA concept of passive wing-store flutter suppression achieved by providing a low store-pylon pitch frequency. Flight tests were performed on an F-16 aircraft carrying on each wing an AIM-9J wingtip missile, a GBU-8 bomb near midspan, and an external fuel tank. Baseline flights with the GBU-8 mounted on a standard pylon established that this configuration is characterized by an antisymmetric limited amplitude flutter oscillation within the operational envelope. The airplane was then flown with the GBU-8 mounted on the decoupler pylon. The decoupler pylon successfully suppressed wing-store flutter throughout the flight envelope. A 37-percent increase in flutter velocity over the standard pylon was demonstrated. Maneuvers with load factors to 4g were performed. Although the static store displacements during maneuvers were not sufficiently large to be of concern, a store pitch alignment system was tested and performed successfully. One GBU-8 was ejected demonstrating that weapon separation from the decoupler pylon is normal. Experience with the present decoupler pylon design indicated that friction in the pivoting mechanism could affect its proper functioning as a flutter suppressor.

Cazier, F. W., Jr.↗

Pilot usage of decoupled flight path and pitch controls

Data from decoupled flight maneuvers have been collected and analyzed for four AFTI-F-16 pilots operating this aircraft's highly augmented fly-by-wire control system, in order to obtain spectral density, cross spectra, and Bode amplitude data, as well as coherences and phase angles for the two longitudinal axis control functions of each of 50 20-sec epochs. The analysis of each epoch yielded five distinct plotted parameters for the left hand twist grip and right hand sidestick controller output time series. These two control devices allow the left hand to generate vertical translation, direct lift, or pitch-pointing commands that are decoupled from those of the right hand. Attention is given to the control patterns obtained for decoupled normal flight, air-to-air gun engagement decoupled maneuvering, and decoupled air-to-surface bombing run maneuvering.

Berkhout, J.↗

Flight test of a decoupler pylon for wing/store flutter suppression

The decoupler pylon is a NASA concept of passive wing-store flutter suppression achieved by providing a low store-pylon pitch frequency. Flight tests where performed on an F-16 airplane carrying on each wing an AIM-9J wingtip missile, a GBU-8 bomb near midspan, and an external fuel tank. Baseline flights with the GBU-8 mounted on a standard pylon established that this configuration is characterized by an antisymmetric limited amplitude flutter oscillation within the operational envelope. The airplane was then flown with the GBU-8 mounted on the decoupler pylon. The decoupler pylon successfully suppressed wing-store flutter thoughout the flight envelope. A 37-percent increase in flutter velocity over the standard pylon was demonstrated. Maneuvers with load factors to 4g were performed. Although the static store displacements during maneuvers were not sufficiently large to be of concern, a store pitch alignment system was tested and performed successfully. One GBU-8 was ejected demonstrating that weapon separation from the decoupler pylon is normal. Experience with the present decoupler pylon design indicated that friction in the pivoting mechanism could affect its proper functioning as a flutter suppressor.

Cazier, F. W., Jr.↗

Zonally-decoupled DSMC solutions of hypersonic blunt body wake flows

Direct simulation Monte Carlo (DSMC) solutions are presented for the hypersonic flow behind a blunt body in which the wake region is solved in a zonally-decoupled manner. The forebody flow is solved separately using either a DSMC or a Navier-Stokes method, and the forebody exit plane solution is specified as the inflow condition to the decoupled DSMC solution of the wake region. Results are presented for a 70-deg, blunted cone at flow conditions that can be accommodated in existing low-density wind tunnels with the Knudsen number based on base diameter ranging from 0.03 to 0.001. The zonally-decoupled solutions show good agreement with fully-coupled DSMC solutions of the wake flow densities and velocities. The wake closure predicted by the zonally-decoupled solutions is in better agreement with fully-coupled results than that predicted by a fully-coupled Navier-Stokes method indicating the need to account for rarefaction in the wake for the cases considered. The combined use of Navier-Stokes for the forebody with a decoupled DSMC solution for the wake provides an efficient method for solving transitional blunt-body flows where the forebody flow is continuum and the wake is rarefied.

Wilmoth, Richard G.↗

Accelerance Decoupling: An Approach for Removing the Influence of the Test Stand from the Integrated Modal Test

The main objective for launch vehicle (LV) modal testing is to quantify the LV’s modal properties in the free-free state (post pad separation). However, given the size of most LV systems, free-free testing is a challenge and often not feasible. With this, a test stand, typically the launch pad itself, is introduced as the means of support. This shifts the challenge to developing robust numerical methods for removing the influence of the launch pad from the integrated system modal test. The Space Launch System (SLS) is no exception where the mobile launcher (ML) is used to support the vehicle for the integrated modal test (IMT). For the IMT, it is well understood from pre-test analysis with finite element models (FEMs) of the SLS and SLS coupled to ML that the ML has a significant influence on the SLS modal properties especially in the lower frequency range where the primary SLS bending modes exist. An accelerance decoupling (AD) method has been formulated for the purpose of “subtracting out” the influence of the ML from the IMT results. With AD, the SLS decoupled frequency response functions (FRFs) are directly extracted from the IMT FRFs. The subject approach is aimed to utilize measured data only and achieve a robust FRF decoupling scheme. AD is derived from a widely used coupling technique called “Receptance Coupling” (RC). The AD core equation reverses the RC process and utilizes a pair of auxiliary equations that enable the core equation to be resolved based on measured data only. In AD, the decoupled component FRFs are extracted from the coupled system FRFs with a transformation to remove the contribution of the “subtractive component”. This paper addresses the AD’s operational flexibility to resolve SLS free-free modal properties from coupled system measured data but also the possibility to include data from FEM if there is enough confidence in the FEM or if it is asserted that the effect to the final outcome is reasonable.

Accelerance decoupling↗

Accelerance Decoupling: An Approach for Removing the Influence of the Test Stand from the Integrated Modal Test

The main objective for launch vehicle (LV) modal testing is to quantify the LV’s modal properties in the free-free state (post pad separation). However, given the size of most LV systems, free-free testing is a challenge and often not feasible. With this, a test stand, typically the launch pad itself, is introduced as the means of support. This shifts the challenge to developing robust numerical methods for removing the influence of the launch pad from the integrated system modal test. The Space Launch System (SLS) is no exception where the mobile launcher (ML) is used to support the vehicle for the integrated modal test (IMT). For the IMT, it is well understood from pre-test analysis with finite element models (FEMs) of the SLS and SLS coupled to ML that the ML has a significant influence on the SLS modal properties especially in the lower frequency range where the primary SLS bending modes exist. An accelerance decoupling (AD) method has been formulated for the purpose of “subtracting out” the influence of the ML from the IMT results. With AD, the SLS decoupled frequency response functions (FRFs) are directly extracted from the IMT FRFs. The subject approach is aimed to utilize measured data only and achieve a robust FRF decoupling scheme. AD is derived from a widely used coupling technique called “Receptance Coupling” (RC). The AD core equation reverses the RC process and utilizes a pair of auxiliary equations that enable the core equation to be resolved based on measured data only. In AD, the decoupled component FRFs are extracted from the coupled system FRFs with a transformation to remove the contribution of the “subtractive component”. This paper addresses the AD’s operational flexibility to resolve SLS free-free modal properties from coupled system measured data but also the possibility to include data from FEM if there is enough confidence in the FEM or if it is asserted that the effect to the final outcome is reasonable.

Accelerance decoupling↗

Accelerance Decoupling: An Approach for Removing the Influence of the Test Stand from the Integrated Modal Test

The main objective for launch vehicle (LV) modal testing is to quantify the LV’s modal properties in the free-free state (post pad separation). However, given the size of most LV systems, free-free testing is a challenge and often not feasible. With this, a test stand, typically the launch pad itself, is introduced as the means of support. This shifts the challenge to developing robust numerical methods for removing the influence of the launch pad from the integrated system modal test. The Space Launch System (SLS) is no exception where the mobile launcher (ML) is used to support the vehicle for the integrated modal test (IMT). For the IMT, it is well understood from pre-test analysis with finite element models (FEMs) of the SLS and SLS coupled to ML that the ML has a significant influence on the SLS modal properties especially in the lower frequency range where the primary SLS bending modes exist. An accelerance decoupling (AD) method has been formulated for the purpose of “subtracting out” the influence of the ML from the IMT results. With AD, the SLS decoupled frequency response functions (FRFs) are directly extracted from the IMT FRFs. The subject approach is aimed to utilize measured data only and achieve a robust FRF decoupling scheme. AD is derived from a widely used coupling technique called “Receptance Coupling” (RC). The AD core equation reverses the RC process and utilizes a pair of auxiliary equations that enable the core equation to be resolved based on measured data only. In AD, the decoupled component FRFs are extracted from the coupled system FRFs with a transformation to remove the contribution of the “subtractive component”. This paper addresses the AD’s operational flexibility to resolve SLS free-free modal properties from coupled system measured data but also the possibility to include data from FEM if there is enough confidence in the FEM or if it is asserted that the effect to the final outcome is reasonable.

Accelerance decoupling↗

Design and optimization of flexible decoupled high-temperature gas-cooled reactor plants with thermal energy storage

Advanced nuclear power plants are well-positioned for future zero-carbon grids, however, the need for flexible power generation will be required over the traditional emphasis on baseload generation for meeting historical demands. To achieve such flexibility, this work examines viable configurations for coupling nuclear energy production with thermal energy storage. Previous designs on nuclear-thermal energy storage configurations for advanced reactor designs, which utilized reactor steam as the heat source for charging the thermal energy storage, are restricted by the heat diversion ratio and efficiency losses, thus their impacts can be limited. In this context, this study proposes configurations for fully decoupling the nuclear reactor from the power cycle and positioning the storage as an intermediate loop, thereby achieving an unconstrained heat diversion ratio and improved efficiency. Compared with a standard high-temperature gas-cooled reactor’s power cycle, steady-state thermodynamic modeling and dispatch optimizations quantify the benefits of a steam reheat cycle within the fully decoupled thermal energy system to separate the plant cycle from the high-pressure primary side. These benefits are further detailed, compatible with required high-temperature and high-pressure conditions, through (1) open-source dynamic transient models that examine the impact of off-design operation on the systems, (2) the investigation of components design and costing and finally (3) sizing and dispatch optimization. The fully-decoupled design achieves a cycle efficiency of 43.1%, an enhancement over the vendor’s standard efficiency of 42.2% (Xe-100 design). Here, the proposed design offers strengthened physical barriers from the nuclear island as well as superior operational flexibility and power boosting. Dispatch optimization and market analysis reveal that thermal energy storage size is highly dependent on the peak patterns of electricity prices and the minimum generation level constraint imposed on the balance of plant. Evaluation of off-design operation demonstrates that the full decoupling design with the suggested fail-safe control mechanisms ensures a minimal impact on reactor parameters, even during rapid power ramping.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

Ecohydrological decoupling under changing disturbances and climate

Terrestrial disturbances are increasing in frequency and severity, perturbing the hydrologic cycle by altering vegetation-mediated water use and microclimate. Changes in the hydrological cycle alter vegetation succession, which is additionally influenced by changing climate and atmospheric CO 2 . Here, the interacting drivers and feedbacks between disturbances, climate, and vegetation cause uncertainty regarding the sustainable provision of freshwater through streamflow. Here we synthesize the literature on post-disturbance ecohydrological coupling, in particular, including the mechanistic relationship between vegetation and streamflow, under changing disturbance regimes, atmospheric CO 2 , and climate. Disturbance can cause decoupling between transpiration and streamflow by altering the connectivity, size, availability, and spatial distribution of their source pools. Decoupling increases when soil moisture is low due to reduced connectivity, and when soil moisture is high and Q and T are independent. Successional trajectories regulate the physiological and physical features influencing influence the dynamics of source water partitioning. Changing climate and disturbance regimes can alter succession and prolong decoupling, with potential moderation by CO 2 . Increasing rates, severity, and spread of disturbances along with warming could promote greater decoupling globally. From this review emerges a framework of testable hypotheses that identify the critical processes regulating ecohydrological coupling and provides a roadmap for future research. Accurate prediction of post-disturbance coupling and subsequent water availability for human consumption requires understanding the degree of hydraulic connectivity between source water pools for transpiration and streamflow and their response to succession under changing disturbance and climate regimes.

54 ENVIRONMENTAL SCIENCES↗