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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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Low-temperature (LTO) chemical vapor deposited (CVD) silicon dioxide was investigated for use as an insulator matierial in microfabriacted ion engine accelerator grids.
Minimum-time accelerations of the F100 turbofan engine are presented. A piecewise-linear engine model, having three state variables and four control variables, is used to obtain the minimum-time solutions. The linear model which applies at a given time in the trajectory is determined by calculating a normalized distance from the current state to the equilibrium state associated with each linear model. The linear model associated with the closest equilibrium point is then used. The control histories for the minimum-time solutions are used as input to a nonlinear simulation of the F100 engine to verify the accuracy of the piecewise linear solutions.
Minimum-time accelerations of the F100 turbofan engine are presented. A piecewise-linear engine model, having three state variables and four control variables, is used to obtain the minimum-time solutions. The linear model which applies at a given time in the trajectory is determined by calculating a normalized 'distance' from the current state to the equilibrium state associated with each linear model. The linear model associated with the closest equilibrium point is then used. The control histories for the minimum-time solutions are used as input to a nonlinear simulation of the F100 engine to verify the accuracy of the piecewise-linear solutions.
An outdoor static test stand was used to measure the steady-state and transient performance of the YF-102 turbofan engine with core airbleed. The test configuration included a bellmouth inlet and a confluent-flow exhaust system similar in size to the quiet short-haul research aircraft (QSRA) exhaust system. For the steady-state tests, the engine operated satisfactorily with core bleed up to 14 percent of the core inlet flow. For the transient tests the engine accelerated and decelerated satisfactorily with no core bleed and with core bleed up to 11 percent of the core inlet flow (maximum tested). For some of the tests the core-bleed flow rate was scheduled to vary with fan discharge pressure, to simulate the QSRA bleed requirements. No stability, surge, stall, overtemperature, combustor flameout, or other operating problems were encountered in any of the tests. Steady-state and transient engine performance data are presented in graphs, and fuel-control trajectories for typical transient tests are shown.
The results of analog and digital computer studies of a low-pressure-ratio turbojet engine system for use in a drone vehicle are presented. The turbojet engine consists of a four-stage axial compressor, single-stage turbine, and a fixed area exhaust nozzle. Three simplified fuel schedules and a generalized parameter fuel control for the engine system are presented and evaluated. The evaluation is based on the performance of each schedule or control during engine acceleration from a windmill start at Mach 0.8 and 6100 meters to 100 percent corrected speed. It was found that, because of the higher acceleration margin permitted by the control, the generalized parameter control exhibited the best dynamic performance.
A dynamic model representing the characteristics of an advanced technology study engine (1985 certification time period) was constructed and programmed on an analogue/digital computer. This model was then exercised to study and evaluate a large number of techniques, singly and in combination, to improve engine response. Several effective methods to reduce engine accelerating time are identified.
A double annular advanced technology combustor with low pollutant emission levels was evaluated in a series of CF6-50 engine tests. Engine lightoff was readily obtained and no difficulties were encountered with combustor staging. Engine acceleration and deceleration were smooth, responsive and essentially the same as those obtainable with the CF6-50 combustor. The emission reductions obtained in carbon monoxide, hydrocarbons, and nitrogen oxide levels were 55, 95, and 30 percent, respectively, at an idle power setting of 3.3 percent of takeoff power on an EPA parameter basis. Acceptable smoke levels were also obtained. The exit temperature distribution of the combustor was found to be its major performance deficiency. In all other important combustion system performance aspects, the combustor was found to be generally satisfactory.
This paper describes the design and performance of the Quiet Short-Haul Research Aircraft (QSRA) propulsion system. A discussion of the mixed-flow boundary layer control (BLC) system, which uses high and low pressure engine bleed air, is included. This system seriously affected propulsion system performance, particularly engine acceleration characteristics, requiring an integration of BLC system and powerplant controls. Funding limitations for the QSRA Project prevented extensive full-scale testing and systems mockups, resulting in a high reliance on small-scale tests and analytical techniques. Ground tests of the actual aircraft systems showed that the extrapolation of small-scale tests and analytical techniques were in good agreement with measured full-scale results.
An experimental rig program was conducted with the objective of evaluating the combuston performance of a family of fuel gases based on a mixture of hydrogen and carbon monoxide. These gases, in addition to being members of a family, were also representative of those secondary fuels that could be produced from coal by various gasification schemes. In particular, simulated Winkler, Lurgi, and Blue-water low and medium energy content gases were used as fuels in the experimental combustor rig. The combustor used was originally designed as a low NOx rich-lean system for burning liquid fuels with high bound nitrogen levels. When used with the above gaseous fuels this combustor was operated in a lean-lean mode with ultra long residence times. The Blue-water gas was also operated in a rich-lean mode. The results of these tests indicate the possibility of the existence of an 'optimum' gas turbine hydrogen - carbon monoxide based secondary fuel. Such a fuel would exhibit NOx and high efficiency over the entire engine operating range. It would also have sufficient stability range to allow normal light-off and engine acceleration. Solar Turbines Incorporated would like to emphasize that the results presented here have been obtained with experimental rig combustors. The technologies generated could, however, be utilized in future commercial gas turbines.
Performance requirements and design features of the next generation of manned launch vehicles are discussed. The vehicles will launch within minutes of demand and will have a several-day turnaround time. Launch and landing sites will have minimal facilities. Baseline requirements comprise carriage and return of a 5000 lb, 7 ft diam, 15 ft long payload, a 160 n. mi. polar orbit, a 200 fps on-orbit delt-V capability, provisions for two men for 24 hr, an 1100 n. mi. cross range option, 500 flights/vehicle, land on 10,000 ft runways, and be acceptable passing over populated areas. Significant advances are needed in propulsion and fuel systems, lightweight durable structures and airbreathing acceleration engines. Trade-offs have yet to be fully explored among the number of stages and horizontal or vertical take-off.
Today, humans explore deep-space locations such as Mars, asteroids, and beyond, vicariously here on Earth, with noteworthy success. However, to achieve the revolutionary breakthroughs that have punctuated the history of science since the dawn of the Space Age has always required humans as "the discoverers," as Daniel Boorstin contends in this book of the same name. During Apollo 17, human explorers on the lunar surface discovered the "genesis rock," orange glass, and humans in space revamped the optically crippled Hubble Space Telescope to enable some of the greatest astronomical discoveries of all time. Science-driven human exploration is about developing the opportunities for such events, perhaps associated with challenging problems such as whether we can identify life beyond Earth within the universe. At issue, however, is how to safely insert humans and the spaceflight systems required to allow humans to operate as they do best in the hostile environment of deep space. The first issue is minimizing the problems associated with human adaptation to the most challenging aspects of deep space space radiation and microgravity (or non-Earth gravity). One solution path is to develop technologies that allow for minimization of the exposure time of people to deep space, as was accomplished in Apollo. For a mission to the planet Mars, this might entail new technological solutions for in-space propulsion that would make possible time-minimized transfers to and from Mars. The problem of rapid, reliable in-space transportation is challenged by the celestial mechanics of moving in space and the so-called "rocket equation." To travel to Mars from Earth in less than the time fuel-minimizing trajectories allow (i.e., Hohmann transfers) requires an exponential increase in the amount of fuel. Thus, month-long transits would require a mass of fuel as large as the dry mass of the ISS, assuming the existence of continuous acceleration engines. This raises the largest technological stumbling block to moving humans on site as deep-space explorers, delivering the masses required for human spaceflight systems to LEO or other Earth orbital vantage points using the existing or projected fleet of Earth-to-orbit (ETO) launch vehicles. Without a return to Saturn V-class boosters or an alternate path, one cannot imagine emplacing the masses that would be required for any deep-space voyage without a prohibitive number of Shuttle-class launches. One futurist solution might involve mass launch systems that could be used to move the consumables, including fuel, water, food, and building materials, to LEO in pieces rather than launching integrated systems. This approach would necessitate the development of robotic assembly and fuel-storage systems in Earth orbit, but could provide for a natural separation of low-value cargo (e.g., fuel, water).
In a continuing program of research and development, a system has been demonstrated that makes high-speed measurements of thermal infrared radiance from gas-turbine engine exhaust streams. When a gas-turbine engine is operated under conditions that minimize the emission of pollutants, there is a risk of crossing the boundary from stable to unstable combustion. Combustion instability can lead to engine damage and even catastrophic failure. Sensor systems of the type under development could provide valuable data during the development testing of gas-turbine engines or of engine components. A system of the type under development makes high-speed measurements of thermal infrared radiance from the engine exhaust stream. The sensors of this system can be mounted outside the engine, which eliminates the need for engine case penetrations typical with other engine dynamics monitors. This is an important advantage in that turbine-engine manufacturers consider such penetrations to be very undesirable. A prototype infrared sensor system has been built and demonstrated on a turbine engine. This system includes rugged and inexpensive near-infrared sensors and filters that select wavelengths of infrared radiation for high sensitivity. In experiments, low-frequency signatures were consistently observed in the detector outputs. Under some conditions, the signatures also included frequency components having one or two radiance cycles per engine revolution. Although it has yet to be verified, it is thought that the low-frequency signatures may be associated with bulk-mode combustion instabilities or flow instabilities in the compressor section of the engine, while the engine- revolution-related signatures may be indicative of mechanical problems in the engine. The system also demonstrated the ability to detect transient high-radiance events. These events indicate hot spots in the exhaust stream and were found to increase in frequency during engine acceleration.
A research program is under way to establish the feasibility of fabricating ion engine accelerator
An Engineering-of-Failure approach to designing and executing an accelerated product qualification test was performed to support a risk assessment of a "work-around" necessitated by an on-orbit failure of another piece of hardware on the Mars Global Surveyor spacecraft. The proposed work-around involved exceeding the previous qualification experience both in terms of extreme cold exposure level and in terms of demonstrated low cycle fatigue life for the power shunt assemblies. An analysis was performed to identify potential failure sites, modes and associated failure mechanisms consistent with the new use conditions. A test was then designed and executed which accelerated the failure mechanisms identified by analysis. Verification of the resulting failure mechanism concluded the effort.
An Engineering-of-Failure approach to designing and executing an accelerated product qualification test was performed to support a risk assessment of a work-around necessitated by an on-orbit failure of another piece of hardware on the Mars Global Surveyor spacecraft.
Minimum time accelerations of aircraft turbofan engines are presented. The calculation of these accelerations was made by using a piecewise linear engine model, and an algorithm based on nonlinear programming. Use of this model and algorithm allows such trajectories to be readily calculated on a digital computer with a minimal expenditure of computer time.
A series of inlet suppression tests were run on a supersonic tip speed fan which employed an acoustically treated cowl wall, treated splitters and elevated average throat Mach numbers in various combinations. Results show appreciable fan noise reductions at high fan speeds; 15-18 PNdB. On the basis of inlet total pressure recovery loss per PNdb of noise reduction, an inlet with no splitters produced the most efficient design. However, greater reduction in noise was achieved with one splitter in the inlet. It was also noted that moderate increases in inlet Mach number increased noise in the acoustically treated inlets and that Mach numbers in excess of 0.65 were required before net noise reduction was realized.
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