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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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The complex of functionally interconnected instruments and devices for controlling flight, engine operations, electrical systems, communications, and vital systems for passengers and crew is described. The aggregates of the aircraft automatic equipment are also discussed.
The program was developed to accurately simulate flight fan noise on ground static test stands. The results generally indicated that both the induct and external ICD's were effective in reducing the inflow turbulence and the fan blade passing frequency tone generated by the turbulence. The external ICD was essentially transparent to the propagating fan tone but the induct ICD caused attenuation under most conditions.
The use of cinematography or holographic interferometry for dynamic flow visualization in an internal combustion engine requires a control device that globally synchronizes camera and light source timing at a predefined shaft encoder angle. The device is capable of 0.35 deg resolution for rotational speeds of up to 73 240 rpm. This was achieved by implementing the shaft encoder signal addressed look-up table (LUT) and appropriate latches. The developed digital signal processing technique achieves 25 nsec of high speed triggering angle detection by using direct parallel bit comparison of the shaft encoder digital code with a simulated angle reference code, instead of using angle value comparison which involves more complicated computation steps. In order to establish synchronization to an AC reference signal whose magnitude is variant with the rotating speed, a dynamic peak followup synchronization technique has been devised. This method scrutinizes the reference signal and provides the right timing within 40 nsec. Two application examples are described.
The high pressure fuel turbopump (HPFTP) is a major component of the Space Shuttle Main Engine (SSME) powerhead. The device is a three stage centrifugal pump that is directly driven by a two stage hot gas turbine. The purpose of the pump is to deliver fuel (liquid hydrogen) from the low pressure fuel turbopump (LPFTP) through the main fuel valve (MFV) to the thrust chamber coolant circuits. In doing so, the pump pressurizes the fuel from an inlet pressure of approximately 178 psi to a discharge pressure of over 6000 psi. At full power level (FPL), the pump rotates at a speed of over 37,000 rpm while generating approximately 77,000 horsepower. Obviously, a pump failure at these speeds and power levels could jeopardize the mission. Results are summarized for work in which the solutions obtained from analytical models of the fuel turbopump impellers are compared with the results obtained from dynamic tests.
Given here is a technical assessment of the realization of cryogenic hydrogen induced air liquefaction technologies in a prospective onboard aerospace vehicle process setting. The technical findings related to the status of air liquefaction technologies are reviewed. Compact lightweight cryogenic heat exchangers, heat exchanger atmospheric constituent fouling alleviation measures, para/ortho-hydrogen shift-conversion catalysts, cryogenic air compressors and liquid air pumps, hydrogen recycling using slush hydrogen as a heat sink, liquid hydrogen/liquid air rocket-type combustion devices, and technically related engine concepts are discussed. Much of the LACE work is related to aerospaceplane propulsion concepts that were developed in the 1960's. Emphasis is placed on the Liquid Air Cycle Engine (LACE).
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The Eagle RTS (Regional Transport System) is a 66-passenger aircraft designed to satisfy the need for accessible and economical regional travel. The first design objective for the Eagle RTS is safety. Safety results primarily from avoidance of the hub airport air traffic, implementation of anti-stall characteristics by tailoring the canard, and proper positioning of the engines for blade shedding. To provide the most economical aircraft, the Eagle RTS will use existing technology to lower production and maintenance costs by decreasing the amount of new training required. In selecting the propulsion system, the effects on the environment were a main consideration. Two advantages of turbo-prop engines are the high fuel efficiency and low noise levels produced by this type of engine. This ensures the aircraft's usage during times of rising fuel costs and growing aircraft noise restrictions. The design of the Eagle RTS is for spoke-to-spoke transportation. It must be capable of landing on shorter runways and have speeds comparable to that of the larger aircraft to make its service beneficial to the airlines. With the use of turbo-prop engines and high lift devices, the Eagle RTS is highly adaptable to regional airports. The design topics discussed include: aerodynamics, stability, structures and materials, propulsion, and cost.
The objective of this research is to improve understanding of the combustion of binary fuel mixtures in the vicinity of the critical point. Fiber-supported single droplets and two-droplet arrays of methanol and of mixtures of methanol and 1-dodecanol, initially 0.9 mm in diameter, were burned in room-temperature air at pressures from 0.1 MPa to 9.0 MPa in the NASA Lewis 2.2-second drop tower. The work is a continuation of a collaborative Japan-US research effort designed to increase knowledge of high-pressure combustion of fuel sprays, relevant to application in propulsive and power-production devices such as Diesel engines. Some previous publications from this cooperative program may be cited. All of the previous experiments concerned alkanes and alkane mixtures. The new research reported here addresses alcohols and alcohol mixtures, to ascertain the degree to which previous results for alkanes extend to alcohols. There have been many previous experimental studies of methanol droplet combustion and a few of alcohol mixtures, but not at the high pressures of interest here. There is some experimental information on methanol droplet combustion at elevated pressure but none on the alcohol mixtures extending to critical pressures, as in the present study.
Additively manufactured (AM) injectors have the potential to improve characteristic velocity (C*) performance beyond the 90-97% of theoretical C* performance seen by traditionally manufactured (TM) combustion device injectors. Maximized C* performance yields high overall combustion efficiency in all types of combustion devices, particularly liquid rocket engines (LREs) and rotating detonation rocket engines (RDREs). A high degree of propellant atomization and mixedness is required to achieve maximum C* performance and therefore high overall combustion efficiency. This study focused on measuring and comparing the performance of different novel AM injector elements over a broad range of operating conditions under high pressure, cold flow. As part of this work, a high pressure, cold flow experimental spray facility was designed to measure each element’s injector spray patterns under pressures ranging from 50 to 1000 psig and stiffness ratios from 0.5 to 2.0. Preliminary results are presented from orthogonal, simultaneous imaging comparing atomization and spray geometry between quad, trio, pentad, slotted, and triplet impingers in gas-liquid flow.
Ga2O3 is being actively explored for power electronics, and other applications due to its ultra- wide bandgap and low projected fabrication cost of high-quality crystals. N-type doping of Ga2O3 can be achieved and tuned, but p-type doping faces fundamental obstacles. Successful engineering of Ga2O3 based devices requires critical control of doping density, Fermi level position, providing opportunities for predictive process simulation. We use first-principles defect equilibrium calculations to simulate a 3-step growth- annealing-quench protocol for hydrogen assisted Mg doping in Ga2O3, taking into account the hydrogen- oxygen-water gas phase equilibrium. We predict type conversion to a net p-type regime following O-rich annealing after growth under reducing conditions in the presence of H2. We show that there is an optimal temperature that maximizes the net acceptor density during the equilibrium annealing step for a given Mg doping level. Quenching of non-equilibrium annealed samples then results in a Fermi level EF below mid-gap down to about EV +1.5 eV, creating a significant number of uncompensated neutral MgGa0 acceptors. This type converted Ga2O3 can create significant built-in field in a p-n junction with an adjoining n-type material and could enable vertical MOSFETs.
Ga2O3 is being actively explored for power electronics, deep-ultraviolet optoelectronics, and other applications due to its ultra-wide bandgap and low projected fabrication cost of large-size and high-quality crystals. N-type doping of Ga2O3 can be achieved and tuned, but p-type doping faces fundamental obstacles due to deep character of acceptor levels and polaron transport of resulting holes. However, successful engineering of Ga2O3 based devices requires critical control of doping density, Fermi level position, and free carrier concentration, providing opportunities for predictive process simulation. We use first-principles defect theory and defect equilibrium calculations to simulate a 3-step growth-annealing-quench protocol for hydrogen assisted Mg doping in Ga2O3, taking into account the hydrogen-oxygen-water gas phase equilibrium. We predict type conversion to a net p-type regime following O-rich annealing after growth under reducing conditions in the presence of H2. This process is similar to the Mg acceptor activation by H removal in GaN. We show that there is an optimal temperature that maximizes the net acceptor density during the equilibrium annealing step for a given Mg doping level. Quenching of non-equilibrium annealed samples then results in a Fermi level EF below mid-gap down to about EV +1.5 eV, creating a significant number of uncompensated neutral MgGa0 acceptors. The resulting free hole concentration in quenched samples is very low (109 – 1012 cm-3) due to deep energy level of these Mg acceptors, but this type converted Ga2O3 material can create a significant built-in field in a p-n junction with an adjoining n-type material. Additionally, the electron concentration is greatly suppressed in such acceptor-doped Ga2O3, which could enable the use as a current blocking layer to fabricate normally-off (enhancement-mode) vertical Ga2O3 based metal-oxide-semiconductor field effect transistors (MOSFETs), and as a guard ring for edge termination in MOSFETs and Schottky barrier diodes (SBDs) with increased breakdown voltage.
Rapid advances in embedded system complexity and capability provides exciting opportunities for transportation security deployment. Manufacturers and developers of these embedded systems continue to provide lower cost and more powerful solutions that can be leveraged by researchers and engineers. Furthermore, deploying these devices at the “edge” of the Internet-of-Things (IoT) infrastructure provides opportunities for highly capable applications in transport security. In an edge computation architecture, the device is co-located at the source of the data in the larger IoT structure – this provides computational capability at the location directly where the data is collected. For shipment transport security, this provides a direct compute node for digestion of data and mitigation actions in real-time. In our application, the vehicle provides a significant amount of this data that can be processed in real-time via the Controller Area Network Transport Security Tracking and Reporting (C-STAR) edge device. Utilization of a computational node located on the vehicle, such as the C-STAR, capitalizes on previously discussed opportunities of edge architectures. In this paper, we will discuss this security solution’s usability, current deployments, and scalability to further applications in transport security. First, we will cover the supported vehicle platforms that can leverage the C-STAR technology. This will be particularly relevant to medium- and heavy-duty vehicles transporting high-risk shipments. Second, we will speak to current deployments of the C-STAR that are ongoing. Finally, we will discuss additional areas for expansion such as maturing the onboard algorithms through continuing collaborations.
The objectives are: a) Re-introduce to you the concept of scaling; b) Describe the scaling research conducted in the 1950s and early 1960s, and present some of their conclusions; c) Narrow the focus to scaling for performance of combustion devices for liquid propellant rocket engines; and d) Present some results of subscale to full-scale performance from historical programs. Scaling is "The ability to develop new combustion devices with predictable performance on the basis of test experience with old devices." Scaling can be used to develop combustion devices of any thrust size from any thrust size. Scaling is applied mostly to increase thrust. Objective is to use scaling as a development tool. - Move injector design from an "art" to a "science"
This paper takes a look at a number of schemes for converting radiant energy in space to useful energy for man. These schemes are possible alternatives to the currently most studied solar power satellite concept. Possible primary collection and conversion devices discussed include the space particle flux devices, solar windmills, photovoltaic devices, photochemical cells, photoemissive converters, heat engines, dielectric energy conversion, electrostatic generators, plasma solar collectors, and thermionic schemes. Transmission devices reviewed include lasers and masers.
This project was aimed at developing a thermophotovoltaic device that efficiently converts thermal radiation to electrical power. Historically, TPV devices have been plagued by poor robustness; this project sought to overcome this by merging innovations in nanophotonics, photovoltaics, and robust thermal engineering. Efforts were focused on developing high efficiency TPV devices which may drastically alter the electricity sector by enabling efficient (> 20%), fuel-flexible (any combustion fuel), distributed (< 10 kW) power generation. The project research identified the technical performance limits, technology differentiator, and customer value proposition for TPV devices and established technical performance requirements for a minimum viable product.
This paper discusses the needs for high temperature electronic and electro-optic devices as they would be used on aircraft engines in either research and development applications, or operational applications. The conclusion reached is that the temperature at which the devices must be able to function is in the neighborhood of 500 to 600 C either for R&D or for operational applications. In R&D applications the devices must function in this temperature range when in the engine but only for a moderate period of time. On an operational engine, the reliability requirements dictate that the devices be able to be burned-in at temperatures significantly higher than those at which they will function on the engine. The major point made is that semiconductor technology must be pushed well beyond the level at which silicon will be able to function.
Hierarchical nanostructure, an engineered nanostructure with a higher assembly-level of constituents by low dimensional nano-building blocks, has received extensive attentions in the latest advancements in nanomaterial science and nanotechnology development. The ordered hierarchical nanostructures could offer merits such as more active sites, synergistic properties owing to their geometric complexity and building blocks variation, as well as the resultant multi-functional capabilities. In this review, we specifically focus on the integration approaches that may be feasible for large-scale production and manufacturing of engineered nanomaterials for various industrial applications, and the design criteria of hierarchical nanostructures targeted at various sustainable energy and environmental applications. In addition to chemical synthesis and integration methods, the development and application of hierarchical nanostructures are surveyed in energy conversion, generation, storage, utilization, and sensing devices. Meanwhile, a much-needed survey is also touched upon the techno-economic analyses of engineered nanomaterials, proposing the need of establishing various standard protocols on various factors and parameters that could be envisaged as a guide toward the viable transition to the practices in the future nano-industries.
Research programs including orbiter/booster separation device, constant stress bulkhead, orbiter payload canister, and propellant dump