Results for “performance envelope” — Page 28

DOE OSTI2022

Two-XUV-photon double ionization of neon

Two XUV-photon double ionization of Ne, induced by an intense few-pulse attosecond train with a ~ 4 fs envelope duration is investigated experimentally and theoretically. The experiment is performed at ELI-ALPS utilizing the recently constructed 10 Hz gas phase high-order harmonic generation SYLOS GHHG-COMPACT beamline. A total pulse energy up to ~1 {\mu}J generated in Argon in conjunction with high reflectivity optics in the XUV region, allowed the observation of the doubly charged state of Ne induced by 40 eV central XUV photon energies. The interaction of the intense attosecond pulse train with Ne is also theoretically studied via a second-order time dependent perturbation theory equations-of-motion. Further, the results of this work, combined with the feasibility of conducting XUV-pump-XUV-probe experiments, constitute a powerful tool for many potential applications. Those include attosecond pulse metrology as well as time resolved investigations of the dynamics underlying direct and sequential double ionization and their electron correlation effects.

74 ATOMIC AND MOLECULAR PHYSICS↗

DOE OSTI2023

Review of Variable Geometry Air-to-Refrigerant Heat Exchangers

Air-to-refrigerant heat exchangers (HXs) are fundamental components to HVAC&R systems and as a result there is an ever-increasing need for performance and packaging improvements. Typically, HX’s are designed in uniform arrangements with the goal of providing the necessary heat transfer for minimal material costs. Recent research on fin tube heat exchangers (FTHX) with variation in one or more key parameters has shown significant potential for increasing heat transfer, reducing pressure losses, and making HXs more resilient to environmental externalities like airflow maldistribution and frost accumulation. In particular, researchers have increased heat transfer by 7.6% and j/f by 16% via non-uniform tube and winglet shapes. Additionally, multiple cases have shown that variable geometry heat exchangers (VGHX) are able to match the performance of conventional HXs with reductions in material mass and envelope volume of up to 33% and 40%, respectively. This paper presents a literature review of VGHXs specifically with regards to non-uniform FTHX’s.

42 ENGINEERING↗

NASA NTRS1990

An articulated-truss space crane concept

An articulated-truss space-crane concept is described, and four articulating-joint (AJ) concepts are evaluated. The space-crane concept uses the same truss structure hardware as Space Station Freedom. The joint concepts are compared according to their actuator stroke ratio, actuator authority, and part count. One AJ concept is selected as a candidate space-crane joint because of its better performance and lower part count. The space-crane reach envelope is determined as a function of the number of AJs and the number of fixed-length booms. A space crane with three booms, three AJs, and one rotary joint provides an adequate reach envelope for an expected work area. The space-crane tip velocity, because of an allowable truss strut compressive load, is limited to approximately 1.0 in./sec for a 300,000-lbm payload. The displacement response is also shown for an emergency stop scenario as a function of the payload mass. The space-crane tip deflection is on the order of 12 in. for a 300,000-lbm payload.

Sutter, Thomas R.↗

NASA NTRS2006

Closed-Loop Evaluation of an Integrated Failure Identification and Fault Tolerant Control System for a Transport Aircraft

Formal robustness analysis of aircraft control upset prevention and recovery systems could play an important role in their validation and ultimate certification. Such systems developed for failure detection, identification, and reconfiguration, as well as upset recovery, need to be evaluated over broad regions of the flight envelope or under extreme flight conditions, and should include various sources of uncertainty. To apply formal robustness analysis, formulation of linear fractional transformation (LFT) models of complex parameter-dependent systems is required, which represent system uncertainty due to parameter uncertainty and actuator faults. This paper describes a detailed LFT model formulation procedure from the nonlinear model of a transport aircraft by using a preliminary LFT modeling software tool developed at the NASA Langley Research Center, which utilizes a matrix-based computational approach. The closed-loop system is evaluated over the entire flight envelope based on the generated LFT model which can cover nonlinear dynamics. The robustness analysis results of the closed-loop fault tolerant control system of a transport aircraft are presented. A reliable flight envelope (safe flight regime) is also calculated from the robust performance analysis results, over which the closed-loop system can achieve the desired performance of command tracking and failure detection.

Shin, Jong-Yeob↗

NASA NTRS2014

Aerodynamic and Acoustic Flight Test Results and Results for the Stratospheric Observatory for Infrared Astronomy

As part of the Stratospheric Observatory for Infrared Astronomy program, a 747SP airplane was modified to carry a 2.5-m telescope in the aft section of the fuselage. The resulting airborne observatory allows for observations above 99 percent of the water vapor in the atmosphere. The open cavity created by the modifications had the potential to significantly affect the airplane in the areas of aerodynamics and acoustics. Several series of flight tests were conducted to clear the operating envelope of the airplane for astronomical observations, planned to be performed between the altitudes of 35,000 ft and 45,000 ft. The flight tests were successfully completed. Cavity acoustics were below design limits, and the overall acoustic characteristics of the cavity were better than expected. The modification did have some effects on the stability and control of the airplane, but these effects were not significant. Airplane air data systems were not affected by the modifications. This paper describes the methods used to examine the aerodynamics and acoustic data from the flight tests and provides a discussion of the flight-test results in the areas of cavity acoustics, stability and control, and air data.

SOFIA↗

NASA NTRS2016

Computational Evaluation of Inlet Distortion on an Ejector Powered Hybrid Wing Body at Takeoff and Landing Conditions

Due to the aft, upper surface engine location on the Hybrid Wing Body (HWB) planform, there is potential to shed vorticity and separated wakes into the engine when the vehicle is operated at off-design conditions and corners of the envelope required for engine and airplane certification. CFD simulations were performed of the full-scale reference propulsion system, operating at a range of inlet flow rates, flight speeds, altitudes, angles of attack, and angles of sideslip to identify the conditions which produce the largest distortion and lowest pressure recovery. Pretest CFD was performed by NASA and Boeing, using multiple CFD codes, with various turbulence models. These data were used to make decisions regarding model integration, characterize inlet flow distortion patterns, and help define the wind tunnel test matrix. CFD was also performed post-test; when compared with test data, it was possible to make comparisons between measured model-scale and predicted full-scale distortion levels. This paper summarizes these CFD analyses.

Wind Tunnel Testing↗

NASA NTRSDate not supplied

Characterization of Urban Air Mobility Vehicle Operational Noise and Community Noise Impact

This presentation focuses on the process for predicting urban air mobility (UAM) vehicle noise at the source and how that can be used to estimate the impact on the community. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. Many UAM vehicles have redundant controls, so the trimmed state for any particular operating condition may not be unique, with some states producing more noise than others. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, inclusive of propulsion airframe aeroacoustic effects, may be computed and so-called source noise (hemi)spheres generated. Land use planning tools, including those using simulation and integrated modeling approaches, use these (or derived) data to generate noise exposure maps on the ground. Alternatively, these data may serve as input to auralization, turning the numerical data into an audible sound that can subsequently be used as part of a perception-influenced acoustic design process that takes into account human response.

urban air mobiliy↗

NASA NTRSDate not supplied

Characterization of Urban Air Mobility Vehicle Operational Noise and Community Noise Impact

This presentation focuses on the process for predicting urban air mobility (UAM) vehicle noise at the source and how that can be used to estimate and mitigate the impact on the community. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. Many UAM vehicles have redundant controls, so the trimmed state for any particular operating condition may not be unique, with some states producing more noise than others. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, inclusive of propulsion airframe aeroacoustic effects, may be computed and so-called source noise (hemi)spheres generated. The data may be used for analyses supporting noise certification or serve as input to auralizations (turning the numerical data into an audible sound) that can subsequently be used as part of a perception-influenced acoustic design process. Land use planning tools, including those using simulation and integrated modeling approaches, also use these (or derived) data to generate noise exposure maps on the ground. Finally, the data may be used to support development of low noise flight operations using an acoustic flight simulator or acoustically aware flight control.

urban air mobility↗

NASA NTRSDate not supplied

Real-time Hardware-in-the-Loop Evaluation of a Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-the-loop testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially hardware-in-the-loop, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the hardware-in-the-loop test are presented and shown to be in good agreement with pre-test simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Real-time Hardware-in-the-Loop Evaluation of a Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-the-loop testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially hardware-in-the-loop, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the hardware-in-the-loop test are presented and shown to be in good agreement with pre-test simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

NASA NTRS2023

Real-Time Hardware-in-the-Loop Evaluation of A Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-theloop (HIL) testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially HIL, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the HIL test are presented and shown to be in good agreement with pretest simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Community Noise Impact of Urban Air Mobility Vehicle Operations

Advanced air mobility (AAM) missions, carried out by electrically driven air vehicles, are characterized by ranges of less than about 300-500 nm (about 500-900 km) and include both rural and urban operations. The missions may include public transportation, cargo delivery, air taxi, and emergency response. While the urban air mobility (UAM) subset of AAM is projected to have high economic benefit, it is also the most difficult to develop because it must overcome many barriers, including those associated with the airspace system, safety, and community noise. This presentation focuses on the utilization of UAM source noise data for assessment of community noise impact. Although a limited number of acoustic flight measurement campaigns have been made to characterize the source noise of prototype and preproduction UAM aircraft, prediction-based approaches are primarily considered herein. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, may be computed and so-called source noise (hemi)spheres generated. These source data may subsequently be used in various community noise impact analyses. Several use cases are presented including those supporting noise certification and those for auralizations that may, in turn, be used as part of a perception-influenced design process. Land use planning tools for generating noise exposure maps, including those using simulation and integrated modeling approaches, are also presented. Finally, use cases supporting development of low noise flight operations, including an acoustic flight simulator and acoustically aware flight control, are considered.

aircraft community noise↗

NASA NTRSDate not supplied

Characterization Testing of a 20 Kelvin Cryocooler for Space Applications

Future NASA space exploration missions will require long-duration storage and liquefaction of cryogenic liquids, enabled by active cooling provided by cryocoolers. Recent gap analyses of Lunar and Mars transportation systems have identified 20 K-class cryocoolers as a critical enabling technology for chemical and nuclear thermal propulsion architectures using liquid hydrogen propellant. To address this technology gap, NASA has undergone the development of a high-efficiency, high-capacity 20 K cryocooler via an SBIR partnership with Creare. While the January 2025 testing demonstrated functionality and compliance with contractual requirements, the objective of the NASA-led characterization effort was to generate a dataset for supporting future mission designs across a broader operating envelope, including off-nominal conditions. The cryocooler demonstrated strong performance, achieving a peak coefficient of performance of 17.68% relative to Carnot efficiency and a maximum lift capacity of 24.4 W at 21 K. Overall, the results confirm that the 20 W 20 K cryocooler provides a flexible range of capabilities to enable zero boil-off storage of liquid hydrogen for future Lunar and Mars missions. The data collected provide a strong foundation for model validation and future system design efforts.

Cryocooler↗

NASA NTRSDate not supplied

Characterization Testing of a 20 Kelvin Cryocooler for Space Applications

Future NASA space exploration missions will require long-duration storage and liquefaction of cryogenic liquids, enabled by active cooling provided by cryocoolers. Recent gap analyses of Lunar and Mars transportation systems have identified 20 K-class cryocoolers as a critical enabling technology for chemical and nuclear thermal propulsion architectures using liquid hydrogen propellant. To address this technology gap, NASA has undergone the development of a high-efficiency, high-capacity 20 K cryocooler via an SBIR partnership with Creare. While the January 2025 testing demonstrated functionality and compliance with contractual requirements, the objective of the NASA-led characterization effort was to generate a dataset for supporting future mission designs across a broader operating envelope, including off-nominal conditions. The cryocooler demonstrated strong performance, achieving a peak coefficient of performance of 17.68% relative to Carnot efficiency and a maximum lift capacity of 24.4 W at 21 K. Overall, the results confirm that the 20 W 20 K cryocooler provides a flexible range of capabilities to enable zero boil-off storage of liquid hydrogen for future Lunar and Mars missions. The data collected provide a strong foundation for model validation and future system design efforts.

Zero boil-off↗

DOE OSTI2015

A Methodology for defining intermediate level waste package characteristics that ensure criticality safety in a geological disposal facility - 14599

Radioactive Waste Management (RWM) is responsible for implementing geological disposal of the UK's higher activity radioactive wastes. These wastes include fissile nuclides and, therefore, demonstration of the criticality safety of the wastes under disposal conditions forms an important component of RWM's disposal system safety case. The basis for ensuring criticality safety of intermediate level waste (ILW) packages is to specify controls on the fissile material content of individual packages through the application of deterministic criticality safety assessments (CSAs). The approach is defined and controlled through RWM's Disposability Assessment process, which aims to ensure that: criticality is prevented during waste package transport to a GDF; the risk of criticality is tolerable and as low as reasonably practicable (ALARP) during GDF operations; and the likelihood and consequences of criticality arising from the evolution of waste packages after GDF closure are low. The most restrictive phase determines the package fissile material limit and, until now, in many cases the GDF post-closure phase has provided the most restrictive limit. Currently, the GDF post-closure limits are derived deterministically using highly stylised and conservative assumptions about fissile material accumulations occurring on very long timescales into the future. RWM, waste producers and regulators do not currently consider this approach to be yielding an appropriate balance of risk. Therefore, RWM is modifying the process for setting fissile material limits on ILW packages by making use of the outcomes of its recent research projects to establish the likelihood of post-closure criticality in a GDF and the consequences of hypothetical post-closure criticality events (presented in companion papers). This paper presents the revised methodology, which is based on the requirement that criticality in a GDF can be demonstrated to be of low and tolerable consequences with regard the performance of a GDF. A probabilistic 'low-likelihood package envelope' is proposed that establishes the packaging and disposal facility conditions under which post-closure criticality is considered to be of low likelihood and low consequence. The bounding conditions for establishing the extent of the package envelope have been evaluated through application of the methodologies and models developed in RWM's Likelihood of Criticality research project. It is expected that the vast majority of ILW packages would meet the package envelope requirements. The methodology also allows the use of other options, such as deterministic CSAs, for waste packages that fall outside the low-likelihood package envelope. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2015

DISPERSING ENVELOPE AROUND THE KEPLERIAN CIRCUMBINARY DISK IN L1551 NE AND ITS IMPLICATIONS FOR BINARY GROWTH

We performed mapping observations of the Class I protostellar binary system L1551 NE in the C{sup 18}O (J = 3–2), {sup 13}CO (J = 3–2), CS (J = 7–6), and SO (J{sub N} = 7{sub 8}–6{sub 7}) lines with the Atacama Submillimeter Telescope Experiment (ASTE). The ASTE C{sup 18}O data were combined with our previous SMA C{sup 18}O data, which show a r ∼ 300 AU scale Keplerian disk around the protostellar binary system. The C{sup 18}O maps show a ∼20,000 AU scale protostellar envelope surrounding the central Keplerian circumbinary disk. The envelope exhibits a northeast (blue) to southwest (red) velocity gradient along the minor axis, which can be interpreted as a dispersing gas motion with an outward velocity of 0.3 km s{sup −1}, while no rotational motion in the envelope is seen. In addition to the envelope, two ≲4000 AU scale, high-velocity (≳1.3 km s{sup −1}) redshifted {sup 13}CO and CS emission components are found ∼40″ southwest and ∼20″ west of the protostellar binary. These redshifted components are most likely outflow components driven from the neighboring protostellar source L1551 IRS 5, and are colliding with the envelope in L1551 NE. The net momentum, kinetic, and internal energies of the L1551 IRS 5 outflow components are comparable to those of the L1551 NE envelope, and the interactions between the outflows and the envelope are likely to cause the dissipation of the envelope and thus suppression of further growth of the mass and mass ratio of the central protostellar binary in L1551 NE.

79 ASTRONOMY AND ASTROPHYSICS↗

DOE OSTI2018

CHARACTERIZATION OF DIRECT ADDITIVE MANUFACTURED U3Si2 SURROGATE TO PREDICT U3Si2 MICROSTRUCTURES

The purpose of this research is to perform characterization exclusively on U3Si2 surrogate materials to predict the process envelope for future work with uranium compounds, considering potential microstructural properties. The surrogate material will be synthesized using a laser energy source. This characterization work will provide new property data to aid the concept development stages of fabricating U3Si2 by means of a novel INL-designed direct additive manufacturing methodology. This process not only seeks to potentially reduce production costs, but also to shorten the current silicide fuel fabrication process. U3Si2 has been downselected as a candidate for accident-tolerant fuel for commercial light-water reactors due to its improved thermal conductivity, higher atomic density, and fuel cycle economics when compared with UO2. The research efforts on this work are performed at Idaho National Laboratory (INL) in partnership with Westinghouse Electric. The initial stage of the surrogate research will include a thermodynamic study along with physical and mechanical property analyses to assist in the downselection of surrogate materials for initial experimentation. Initial characterization analyzed the microstructural effects to determine effectiveness of laser interaction on the surrogate materials. Additional characterization via scanning electron microscopy (SEM), transmission electron microscopy (TEM), and x-ray diffraction (XRD) may predict the end product morphology when working with uranium compounds. Complementary comparative studies were performed on the surrogate end products analyzing similarities in microstructural features present on the U3Si2 fuel fabricated by means of alternate methods. This stage provided novel microstructural data on surrogate silicide fuel fabrication by means of an additive manufacturing process (laser synthesis), and was crucial to confirm the formation of surrogate silicide fuels (Hf3Si2 and Zr3Si2) employing a laser synthesis.

42 ENGINEERING↗

DOE OSTI2019

Thermal performance and potential annual energy impact of retrofit thin-glass triple-pane glazing in US residential buildings

Heat transfer through the building envelope and associated air leakage comprise the largest HVAC loads in most climates, and windows, which are known as the weakest link in the thermal envelope, are responsible for about 5 Quads, or approximately 10%, of building energy use. Therefore, windows offer a significant opportunity for building energy savings. High performance windows, such as triple glazing, though comprised of less than 2% of all US window sales in 2016 and has remained stagnant because they typically require a full and expensive redesign of the typical window sash and frame. One potential low incremental cost solution to kick start the market is upgrading the glazing with a thin-glass triple-pane design that does not require modifications to existing frame and sash. Here in this work, we first define the characteristics and performance of current “typical” residential windows through an examination of the National Fenestration Rating Council (NFRC) Certified Products Directory (CPD). With knowledge of the typical window, we determine the potential thermal performance impact of replacing typical glazing with thin-glass triple-pane glazing. Finally, with an understanding of the potential improvements to traditional performance metrics, such as U-factor, we show the energy savings potential of the thin-triple glazing in place of typical low-e windows in residential buildings is 16% in heating dominated climates such as Minneapolis, MN, 12% in mixed climates such as Washington DC, and 7% in cooling dominated climates such as Houston, TX.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗