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Small subvalves opened and closed simultaneously. Precisely-machined mating rings act as valves. Rings seal against each other to stop fluid flow. Rings deformed or moved relative to each other to uncover holes and permit flow. Valve controls flow rate of fuel into burner.
This paper describes the initial wind tunnels tests in the 5- by 8-ft Boeing Research Wind Tunnel of a near full-scale (20-foot chord) swept wing section having laminar flow control (LFC) by slot suction over its first 30 percent chord. The model and associated test apparatus were developed for use as a testbed for LFC-related experimentation in support of preliminary design studies done under contract with the National Aeronautics and Space Administration. This paper contains the description of the model and associated test apparatus as well as the results of the initial test series in which the proper functioning of the test installation was demonstrated and new data were obtained on the sensitivity of suction-controlled laminar flow to surface protuberances in the presence of crossflow due to sweep.
A breadboard oxygen plant to process anaerobic carbon dioxide is designed and constructed; the objective is not only to produce a key propellant component extraterrestrially, but also to develop the important technologies that are necessary for a successful operation of in-situ materials utilization hardware. The solid electrolytic cells are supplied to specifications by an established vendor. The cell thermal control, electrical control, and flow control are installed after detailed designs. Extensive data are obtained that characterize the operation of the plant as the input parameters are varied. The initial mass, energy, and volume-needs provide the input to a figure-of-merit software program to calculate the impact of various candidate technologies upon the overall mission. The desirability of studies on storage and high-density propellants is shown. This task dovetails into other tasks that are evaluating alternative cell materials, catalysis for compactness, and smart sensors for effective control.
A method of generating hydrogen includes the steps of providing an amine borane (AB) complex, at least one hydrogen generation catalyst, and a solvent, and mixing these components. Hydrogen is generated. The hydrogen produced is high purity hydrogen suitable for PEM fuel cells. A hydrolytic in-situ hydrogen generator includes a first compartment that contains an amine borane (AB) complex, a second container including at least one hydrogen generation catalyst, wherein the first or second compartment includes water or other hydroxyl group containing solvent. A connecting network permits mixing contents in the first compartment with contents in the second compartment, wherein high purity hydrogen is generated upon mixing. At least one flow controller is provided for controlling a flow rate of the catalyst or AB complex.
A method of generating hydrogen includes the steps of providing an amine borane (AB) complex, at least one hydrogen generation catalyst, and a solvent, and mixing these components Hydrogen is generated. The hydrogen produced is high purity hydrogen suitable for PEM fuel cells. A hydrolytic in-situ hydrogen generator includes a first compartment that contains an amine borane (AB) complex, a second container including at least one hydrogen generation catalyst, wherein the first or second compartment includes water or other hydroxyl group containing solvent. A connecting network permits mixing contents in the first compartment with contents in the second compartment, wherein high purity hydrogen is generated upon mixing. At least one flow controller is provided for controlling a flow rate of the catalyst or AB complex.
The viewgraphs and discussion of the potential benefits and technology development requirements of supersonic Hybrid Laminar Flow Control (HLFC) are reviewed. For the last three years, Boeing has performed studies on the application of laminar flow control to High Speed Civil Transport (HSCT) configurations. Large potential net benefits were identified for laminar flow control, even after accounting for the significant implementation penalties. However, the technical risks are high at this time, and an early, aggressive technology development program is required if laminar flow control (LFC) is to be incorporated in a year 2005 HSCT program. The benefits and required development effort are addressed. Of all the aerodynamic advances that are being considered for the HSCT, LFC has the largest potential for improving the supersonic lift drag ratio of a given configuration. The work accomplished to date, sponsored by NASA Langley, is summarized. This work includes studies on HLFC application to HSCT, cruise HLFC/low speed boundary layer control (BLC) compatibility, and impact of M 0.9 HLFC and high lift BLC. Requirements for production committments are listed. The need for a HSCT-HLFC Risk Reduction Program is addressed. Supersonic HLFC development planning and future applications are addressed. Laminar flow/high-lift integration is addressed.
Turbulence suppression in the near field of a free shear flow under controlled excitation is investigated in four circular jets, a plane jet, and a plane mixing layer. The suppression is a consequence of an excitation-induced modification of the shear layer structure and occurs at the excitation frequency corresponding to the maximally unstable disturbance frequency of the initial free shear layer. The most pronounced suppression occurs when the shear layer is excited at a frequency 40% higher than the natural roll-up frequency. Excitation at a Strouhal number of about 0.017 produces a rapid roll-up and early breakdown of the shear layer, and thus inhibits the formation of the energetic large-scale vortices which otherwise survive farther downstream, grow to larger sizes, and undergo successive pairings in the corresponding unexcited flow.
The reduction of the aerodynamic load that acts on a generic rotorcraft fuselage by the application of active flow control was investigated in a wind tunnel test conducted on an approximately 1/3-scale powered rotorcraft model simulating forward flight. The aerodynamic mechanisms that make these reductions, in both the drag and the download, possible were examined in detail through the use of the measured surface pressure distribution on the fuselage, velocity field measurements made in the wake directly behind the ramp of the fuselage and computational simulations. The fuselage tested was the ROBIN-mod7, which was equipped with a series of eight slots located on the ramp section through which flow control excitation was introduced. These slots were arranged in a U-shaped pattern located slightly downstream of the baseline separation line and parallel to it. The flow control excitation took the form of either synthetic jets, also known as zero-net-mass-flux blowing, and steady blowing. The same set of slots were used for both types of excitation. The differences between the two excitation types and between flow control excitation from different combinations of slots were examined. The flow control is shown to alter the size of the wake and its trajectory relative to the ramp and the tailboom and it is these changes to the wake that result in a reduction in the aerodynamic load.
A new capability to test active flow control concepts and propulsion simulations at high Reynolds numbers in the National Transonic Facility at the NASA Langley Research Center is being developed. The first active flow control experiment was completed using the new FAST-MAC semi-span model to study Reynolds number scaling effects for several circulation control concepts. Testing was conducted over a wide range of Mach numbers, up to chord Reynolds numbers of 30 million. The model was equipped with four onboard flow control valves allowing independent control of the circulation control plenums, which were directed over a 15% chord simple-hinged flap. Preliminary analysis of the uncorrected lift data showed that the circulation control increased the low-speed maximum lift coefficient by 33%. At transonic speeds, the circulation control was capable of positively altering the shockwave pattern on the upper wing surface and reducing flow separation. Furthermore, application of the technique to only the outboard portion of the wing demonstrated the feasibility of a pneumatic based roll control capability.
Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Composite materials may raise aspect radio to about 11 to 12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.
Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Whereas current airplanes have been designed for AR = 7, supercritical technology and much higher fuel prices will drive aspect ratio to the AR = 9-10 range. Composite materials may raise aspect ratio to about 11-12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.
This work involved the documentation and control of flow separation that occurs over low pressure turbine (LPT) blades at low Reynolds numbers. A specially constructed linear cascade was utilized to study the flow field over a generic LPT cascade consisting of Pratt & Whitney "Pak-B" shaped blades. Flow visualization, surface pressure measurements, LDV measurements, and hot-wire anemometry were conducted to examine the flow fields with and without separation control. Experimental conditions were chosen to give a range of chord Reynolds numbers (based on axial chord and inlet velocity) from 10,000 to 100,000, and a range of freestream turbulence intensities from u'/U(infinity) = 0.08 to 2.85 percent. The blade pressure distributions were measured and used to identify the region of separation that depends on Reynolds number and the turbulence intensity. Separation control was performed using dielectric barrier discharge (DBD) plasma actuators. Both steady and unsteady actuation were implemented and found to work well. The comparison between the steady and unsteady actuators showed that the unsteady actuators worked better than the steady ones. For the steady actuators, it was found that the separated region is significantly reduced. For the unsteady actuators, where the signal was pulsed, the separation was eliminated. The total pressure losses (a low Reynolds number) was reduced by approximately a factor of two. It was also found that lowest plasma duty cycle (10 percent in this work) was as effective as the highest plasma duty cycle (50 percent in this work). The mechanisms of the steady and unsteady plasma actuators were studied. It was suggested by the experimental results that the mechanism for the steady actuators is turbulence tripping, while the mechanism for the unsteady actuators is to generate a train of spanwise structures that promote mixing.
Experiments were carried out to study the feasibility of active stabilization of vaneless diffuser rotating stalls. Pressure fluctuation at the diffuser inlet was monitored and used to control the rotating stall. AC control flow, which is produced by a load speaker, was introduced into the diffuser at the inlet. It is shown that the rotating stall can be suppressed when the phase of the control flow has a certain relation with the phase of the rotating stall. By considering the energy flux due to the AC control flow, it is shown that the rotating stall is suppressed when the control flow has the phase such that the energy is subtracted out from the diffuser flow. Discussions are made on the relations between the energy flux and the amplitude of the pressure fluctuation due to the rotating stalls.
Feedback control equations were developed and tested for computing wall normal control velocities to control turbulent flow in a channel with the objective of reducing drag. The technique used is the minimization of a 'cost functional' which is constructed to represent some balance of the drag integrated over the wall and the net control effort. A distribution of wall velocities is found which minimizes this cost functional some time shortly in the future based on current observations of the flow near the wall. Preliminary direct numerical simulations of the scheme applied to turbulent channel flow indicates it provides approximately 17 percent drag reduction. The mechanism apparent when the scheme is applied to a simplified flow situation is also discussed.
The mechanism of turbulence suppression in the near field of a free shear flow under controlled acoustic excitation is investigated. The near fields of four circular air jets, a plane air jet and a large single-stream plane free air mixing layer with laminar efflux boundary layers were monitored with hot-wire anemometers. The suppression effect is found to occur over the entire frequency range in all the flows studied, with maximal suppression (as much as 80%) at about 400 initial shear layer momentum thicknesses downstream from the exit and for excitation at a Strouhal number of 0.017. Suppression is shown to be a consequence of excitation-induced modification of the shear layer instability mode and the resulting structure, and to occur at the excitation frequency corresponding to the maximally unstable disturbance frequency of the initial free shear layer. Flow visualization reveals the presence of strong, large-scale vortical structures in the unexcited flow, which are weakened and diminished by excitation. It is concluded that excitation produces rapid roll-up and early breakdown of the shear layer, thus inhibiting the formation of energetic large-scale vortices and reducing the large fluctuation intensities caused by the passage and interaction of these vortices.
An avctive flow control device to generate large-scale, periodic structures in a turbulent shear flow is developed. Together with adaptive optics, the device may be used on airborne laser platforms to reduce or eliminate optical distortion caused by the turbulence in the aircraft's boundary layer. A flat plate towed in a water channel is used as a test bed. A cyclic jet issuing from a spanwise slot is used to collect the turbulent boundary layer for a finite time during its 'on' period. When the jet is turned 'off', all of the turbulent fluid is released instantaneously in one large eddy that convects downstream. Flow visualization and hot-film probe measurements are used together with pattern recognition algorithms to demonstrate the viability of the flow control method. The instantaneous velocity signal is used to compute important statistical quantities of the random velocity field, such as the mean, the root-mean-square, the spectral distribution, and the probability density function. When optimized for a given boundary layer, the cyclic jet produces periodic structures that are qualitatively similar to the random, naturally occurring ones. These structures seem to trigger the onset of bursting events near the wall. Thus, the present device generates periodic structures in both the outer and inner regions of a turbulent boundary layer.
Simple, passive nozzle requires no active control system to vary injection area. Injection area changes with changing pressure, thereby allowing greater flow as pressure increases. As pressure drop across nozzle is decreased, spring action of segments causes them to move inward, decreasing the flow area.
Discrete-time, linear quadratic methods were used to design feedback controllers for reducing tones generated by flow over a cavity. The dynamics of a synthetic jet actuator mounted at the leading edge of the cavity as observed by two microphones in the cavity were modeled over a broad frequency range using state space models computed from experimental data. Variations in closed loop performance as a function of model order, control order, control bandwidth, and state estimator design were studied using a cavity in the Probe Calibration Tunnel at NASA Langley. The controller successfully reduced the levels of multiple cavity tones at the tested flow speeds of Mach 0.275, 0.35, and 0.45. In some cases, the closed loop results were limited by excitation of sidebands of the cavity tones, or the creation of new tones at frequencies away from the cavity tones. Nonetheless, the results validate the combination of optimal control and experimentally-generated state space models, and suggest this approach may be useful for other flow control problems. The models were not able to account for non-linear dynamics, such as interactions between tones at different frequencies.