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Basic test results are given for a flat plate solar collector whose performance was determined in the NASA-Lewis solar simulator. The collector was tested over ranges of inlet temperatures, fluxes and one coolant flow rate. Collector efficiency is correlated in terms of inlet temperature and flux level.
This preliminary data report gives basic test results of a flat-plate solar collector whose performance was determined in the NASA-Lewis solar simulator. The collector was tested over ranges of inlet temperatures, fluxes and coolant flow rates. Collector efficienty is correlated in terms of inlet temperature and flux level.
A fluidized-particles two-tube solar receiver was tested at ambient temperature at PROMES Laboratory to investigate the influence of an inhomogeneous solar flux density on the particle mass flow rate between the tubes. The principle of this 3rd generation solar receiver is to fluidize the particles in a container, called dispenser, in which the tubes’ bottom are immersed. The fluidized particles are flowing upward the tubes by applying an overpressure in the dispenser. Air velocities are changed inside the tubes, thanks to air mass flow controllers, to represent temperature heterogeneity between the tubes. Air velocities from 0.05 up to 0.52 m/s were tested, both in homogeneous and heterogeneous conditions. In the heterogeneous ones, the differences in air velocity between the tubes aim to mimic a difference in temperature from 20 to 100 % with homogeneous air flow rates injected. The following conclusions were drawn. First, the particle mass flux in the tubes are the same with homogeneous air velocities, each one following a calibration map previously obtained. Second, different air velocities lead to different particle mass flux. Third, the rise of the total particle mass flux diminishes the pressure in the dispenser. Four, this diminution of pressure leads to a decrease of the particle mass flow rate of the tube with the lower air velocity. This influence can lead in some cases to the stop of the fluidized bed circulation in the affected tube.
The expected performance of an X-ray detector as an instrument aboard a mission to a comet was evaluated. The functions of the detector are both nondispersive analysis of chemical composition and measurement of mass flow from the comet nucleus. Measurements are to be carried out at a distance from the comet. The approach distances considered are of the order of 1000 km and 100 km. A new type of X-ray detector, a proportional scintillation detector, is considered as an X-ray counter for nondispersive elemental analysis.
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Flow ejecta craters - craters surrounded by lobate ejecta blankets - are found throughout the study area. The ratio of the crater's diameter to that of the flow ejecta in this region is approximately 40 to 45%. Flow ejecta craters are dominantly sharply defined craters, with slightly degraded craters being somewhat less common. This is probably indicative of the ejecta's relatively low resistence to weathering and susceptibility to burial. Flow ejecta craters here seem to occur within a narrow range of crater sizes - the smallest being about 4km in diameter and the largest being about 27km in diameter. Ejecta blankets of craters at 4km are easily seen and those of smaller craters are simply not seen even in images with better than average resolution for the region. This may be due to the depth of excavation of small impacting bodies being insufficient to reach volatile-rich material. Flow ejecta craters above 24km are rare, and those craters above 27km do not display flow ejecta blankets. This may be a result of an excavation depth so great that the volatile content of the ejecta is insufficient to form a fluid ejecta blanket. The geomorphic/geologic unit appears also to play an important role in the formation of flow ejecta craters. Given the typical size range for the occurrence of flow ejecta craters for most units, it can be seen that the percentage of flow ejecta craters to the total number of craters within this size range varies significantly from one unit to the next. The wide variance in flow ejecta crater density over this relatively small geographical area argues strongly for a lithologic control of their distribution.
Low-emission combustor designs are prone to combustor instabilities. Because active control of these instabilities may allow future combustors to meet both stringent emissions and performance requirements, an experimental combustor rig was developed for investigating methods of actively suppressing combustion instabilities. The experimental rig has features similar to a real engine combustor and exhibits instabilities representative of those in aircraft gas turbine engines. Experimental testing in the spring of 1999 demonstrated that the rig can be tuned to closely represent an instability observed in engine tests. Future plans are to develop and demonstrate combustion instability control using this experimental combustor rig. The NASA Glenn Research Center at Lewis Field is leading the Combustion Instability Control program to investigate methods for actively suppressing combustion instabilities. Under this program, a single-nozzle, liquid-fueled research combustor rig was designed, fabricated, and tested. The rig has many of the complexities of a real engine combustor, including an actual fuel nozzle and swirler, dilution cooling, and an effusion-cooled liner. Prior to designing the experimental rig, a survey of aircraft engine combustion instability experience identified an instability observed in a prototype engine as a suitable candidate for replication. The frequency of the instability was 525 Hz, with an amplitude of approximately 1.5-psi peak-to-peak at a burner pressure of 200 psia. The single-nozzle experimental combustor rig was designed to preserve subcomponent lengths, cross sectional area distribution, flow distribution, pressure-drop distribution, temperature distribution, and other factors previously found to be determinants of burner acoustic frequencies, mode shapes, gain, and damping. Analytical models were used to predict the acoustic resonances of both the engine combustor and proposed experiment. The analysis confirmed that the test rig configuration and engine configuration had similar longitudinal acoustic characteristics, increasing the likelihood that the engine instability would be replicated in the rig. Parametric analytical studies were performed to understand the influence of geometry and condition variations and to establish a combustion test plan. Cold-flow experiments verified that the design values of area and flow distributions were obtained. Combustion test results established the existence of a longitudinal combustion instability in the 500-Hz range with a measured amplitude approximating that observed in the engine. Modifications to the rig configuration during testing also showed the potential for injector independence. The research combustor rig was developed in partnership with Pratt & Whitney of West Palm Beach, Florida, and United Technologies Research Center of East Hartford, Connecticut. Experimental testing of the combustor rig took place at United Technologies Research Center.
A large variety of two dimensional flows can be accommodated by the program, including boundary layers on a flat plate, flow inside nozzles and diffusers (for a prescribed potential flow distribution), flow over axisymmetric bodies, and developing and fully developed flow inside circular pipes and flat ducts. The flows may be laminar or turbulent, and provision is made to handle transition.
Approximation for distribution of flow properties in angle of attack plane of conical flows