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Under certain conditions, wall-bounded flows separate. To improve the performance of natural or man-made flow systems, it may be beneficial to delay or advance this detachment process. The present article reviews the status and outlook of separation control for both steady and unsteady flows. Both passive and active techniques to prevent or to provoke flow detachment are considered and suggestions are made for further research.
Adaptive active flow control for twin-tail buffet alleviation is investigated. The concept behind this technique is to place control ports on the tail outer and inner surfaces with flow suction or blowing applied through these ports in order to minimize the pressure difference across the tail. The suction or blowing volume flow rate from each port is proportional to the pressure difference across the tail at this location. A parametric study of the effects of the number and location of these ports on the buffet response is carried out. The computational model consists of a sharp-edged delta wing of aspect ratio one and swept-back flexible twin tail with taper ratio of 0.23. This complex multidisciplinary problem is solved sequentially using three sets of equations for the fluid flow, aeroelastic response and grid deformation, using a dynamic multi-block grid structure. The computational model is pitched at 30 deg angle of attack. The freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. The model is investigated for the inboard position of the twin tails, which corresponds to a separation distance between the twin tails of 33% of the wing span. Comparison of the time history and power spectral density responses of the tails for various distributions of the control ports are presented and discussed.
Low Tc AlMn transition-edge sensors (TESs) have been developed as sensitive thermometers for the Q-Array, which will use superconducting targets to measure the coherent elastic neutrino nucleus scattering spectrum in the RICOCHET experiment. The TESs are made of manganese-doped aluminum with a titanium and gold antioxidation layer. A prototype TES thermometer consists of two TESs in parallel, an input gold pad in metallic contact with the TESs and an output gold pad and gold thermal link meanders, which are each designed to control the flow of heat through the TESs. We have fabricated and measured low TC AlMn TES chips with or without thermal flow control structures. We present TC measurements of the TESs after the initial fabrication and further TC tuning by re-heating and summarize the thermal property studies of the prototype TES thermometer by measuring I-V curves and complex impedance.
Performance tests of the explosive actuated, normally closed titanium valve 1426, are outlined. The valves are used to control hydrazine flow in a monopropellant thruster. Data cover pressure tests, internal and external leakage tests, flow control tests, and actuator tests. No failures were noted in any of the tests.
The current status of the NASA Aircraft Energy Efficiency (ACEE) program is briefly reviewed with reference to CTOL aircraft. Attention is given to four basic technologies: turboprop, advanced aerodynamics and active controls, laminar flow control, and composites.
EFL is a comprehensive language designed to make it easy to write portable, understandable programs. It provides a rich set of data types and structures, a convenient operator set, and good control flow forms. The lexical form is easy to type and to read. Whenever possible, EFL uses the same forms that Ratfor does; in this sense EFL may be viewed as a superset of Ratfor. EFL is a well-defined language; this distinguishes it from most FORTRAN preprocessors which only add simple flow of control constructs to FORTRAN. The EFL compiler generates (possibly tailored) Standard FORTRAN as its output. EFL should catch and diagnose all syntax errors.
An overview is presented of a 10 year program managed by NASA which seeks to make possible the most efficient use of energy for aircraft propulsion and lift as well as provide a technology that can be used by U.S. manufacturers of air transports and engines. Supercritical wings, winglets, vortex drag reduction, high lift, active control, laminar flow control, and aerodynamics by computer are among the topics discussed. Wind tunnel models in flight verification of advanced technology, and the design, construction and testing of various aircraft structures are also described.
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.
This paper describes conceptual design of a 112 MW thermal (50 MW electric) Fast Modular Reactor (FMR) system operating at 7 MPa with inlet/outlet temperatures of 509/800 ºC. The reactor system includes the reactor core, fuel assemblies, fuel rods, reactor internals, reflector, neutron control system, flow control, and structural components. The nuclear design and analysis were conducted to search for a baseline core with a cycle length greater than 8-year and the power peaking factor less than 1.5 by adjusting the fuel assembly, reactor core, and reflector configurations. The neutronics calculations of the baseline core showed that a refueling interval of 9-year is achieved with a total peaking factor of 1.47 and a fuel rod average linear power of 3.6 kW/m.
This paper describes conceptual design of a 112 MW thermal (50 MW electric) Fast Modular Reactor (FMR) system operating at 7 MPa with inlet/outlet temperatures of 509/800 Celsius degrees. The reactor system includes the reactor core, fuel assemblies, fuel rods, reactor internals, reflector, neutron control system, flow control, and structural components. The nuclear design and analysis were conducted to search for a baseline core with a cycle length greater than 8-year and the power peaking factor less than 1.5 by adjusting the fuel assembly, reactor core, and reflector configurations. The neutron transport calculations of the baseline core showed that a refueling interval of 9-year is achieved with a total peaking factor of 1.47 and a fuel rod average linear power of 3.6 kW/m. (authors)
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.