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DOE OSTI2023

PipeSight: A High-Performance Computing Platform for Pipeline Integrity Management

The Phase I feasibility study completed as part of this project has led to a number of innovative technologies being developed and has laid the foundation for a successful Phase II effort to commercialize a platform for managing the integrity of pipelines for the damage mechanisms of the new, hybrid-energy based economy. To ground the development efforts and direction of the project, an extensive market research and customer discovery effort was undertaken early in Phase I. Through this effort, a number of pipeline owners and operators were interviewed, and the following key findings were discovered about the pipeline industry: • Small pipeline operators do not have the central engineering groups necessary to perform their own independent analysis of inspection data, but instead rely on summarized tally sheets provided to them by inspection service providers. • The time it takes to go from an inspection to a completed engineering assessment, even for small segments of pipeline, can take anywhere from 30-120 days. During this delay, critical threats can (and have been known to) cause failures. • Uncertainty is often not accounted for in the assessment of pipeline integrity. The tally sheets provided by third-party service providers are almost always deterministic in nature, identifying threats that present a concern only to the current (not the future) integrity of the pipeline. • It is uncommon to apply the latest technologies to perform advanced assessments of damaged pipelines. There is a desire to use more advanced analysis capabilities to assess threats. Many pipeline operators indicated that they would often excavate a pipeline to perform an inspection and find that the damage was not as bad as they anticipated, thus using limited resources unnecessarily. Companies are not consistent in their use of inspection data to determine corrosion rates, and those that do only calculate deterministic corrosion rates. • The industry has prominently relied on time-based inspections but has recently started to transition to risk-based inspections. However, there appears to be no uniform guidance on how to do so while properly accounting for all sources of uncertainty. • Companies are not storing inspection data in a manner that allows for the ready determination of temporal trends. • Predictive maintenance principles and practices are beginning to be used by early adopters • Some pipelines are being re-purposed to transport different process fluids than they were designed for, e.g., H 2 and CO 2 rich process streams to serve the new hybrid-energy based economy, which are presenting new integrity concerns for the existing pipeline network that crisscrosses the United States. As a result of these discoveries, we were able to target the development efforts in Phase I to best serve the needs of the industry. In Phase I, we developed a way to correlate multiple large-scale scans of the pipeline to determine a probabilistic corrosion rate that accounts for all sources of error and uncertainty in the inspection process. This probabilistic corrosion rate can be used to predict the future thickness distribution of the pipe wall. We demonstrate how this analysis may be performed in an analytical fashion and has been implemented in such a manner that it can be readily distributed using GPU computing through integration of the Kokkos programming model. We also make a very novel extension of the analytical corrosion rate model to Bayesian Networks (an explainable AI technique) that can account for non-parametric distributions of corrosion rates. With the predictions made above for the probabilistic corrosion rate and corresponding future distribution of the pipe wall thickness, we can assess the integrity of the pipeline through the use of a probabilistic engineering assessment. We developed a novel screening data analysis approach that can rapidly identify ‘hotspots’ (local thin areas) where the integrity of the pipeline is a concern. Once more, we implemented this screening approach in C++ to leverage GPU computing via the Kokkos programming model. After the critical hotspots are identified, we developed a program that can automatically generate an advanced finite element model of the damaged regions. Since the number of damaged regions that require advanced analysis can number in the thousands, we integrated an open-source container-native workflow engine for orchestrating parallel jobs on the cloud. Initially, these advanced numerical models were only designed to account for loading due to internal pressure. However, in a slight pivot from the initial Phase I proposal, we developed a complete pipe stress analysis program (called Simflex) which can simulate the complete pipeline and its response to thermal expansion, pressure, thermal bowing, weight, wind, earthquake, support displacement, support friction and external forces. This pipe stress analysis program was written generically, to handle any piping system, but contains the features needed to model long pipelines (i.e., it incorporates a model for soil mechanics and can account for the nonlinear boundary conditions necessary to simulate long underground pipelines). This pipe stress analysis program can simulate any segment of the pipeline (simple or complex) under any set of conditions and loads, to determine the supplemental loads (axial forces and bending moments) at the location of damage. This enables the most accurate state of stress to be accounted for in the pipeline, which can prove critical when evaluating the integrity of a damaged region. In the process of developing the technologies to perform the integrity assessment of the pipeline, we also extended one of the industry standard approaches for performing the assessment of local thin areas that extend more in the circumferential direction than the longitudinal direction of the pipeline. This approach was presented to the API 579-1/AS ME FFS-1 steering committee in November 2021 for consideration in the next edition of the industry standard for Fitness-For-Service (expected to be released in 2023). To help pipeline operators make decisions with the results on any integrity assessment, we developed a new approach to the life-cycle management of pipelines which uses a Bayesian Decision Network. The network is designed to help pipeline operators plan and prioritize inspection activities and ultimately make smarter, more cost-effective decisions. The Bayesian approach accounts for all sources of uncertainty and carries them through to the final optimal decisions, providing a probabilistic framework for optimizing inspection intervals. The proof-of-concept networks developed in the feasibility study are complete, verified, and are focused on a subset of the pipeline. To expand this novel approach to the scale necessary for an entire network of pipelines in Phase II, we will leverage the DOE-funded Bengi solver for industrial-scale decision making with Bayesian Networks [22]. Once implemented, we will be able to provide the pipeline industry with a much-needed tool for optimal inspection planning using truly explainable artificial intelligence (XAI). To handle all of these advanced capabilities into a cloud-based platform, the architecture of the Equity Engineering Cloud (EEC) was extended to include Argo Workflows, a framework capable of distributing and managing a massive number of jobs that consume their own resources, such that thousands of serial finite element simulations can be run in parallel. As part of this substantial undertaking, we also integrated Argo Continuous Delivery (CD) into the EEC, to aid with the rapid prototyping and iterations that will be imperative to the success of the PipeSight platform’s Agile development process in Phase II. As part of the pipe stress analysis program, we also developed a custom visualizer that leverages the DOE-funded VTK visualization library. We added custom contouring capabilities and a means for interacting visually with both the inputs and outputs of the pipe stress analysis program. We also developed routines for automating the post-processing of the finite element simulations to determine if any failure criteria are met and to visualize the deformations, stresses and strains in ParaView using the exodus II file format (a subset of netCDF).

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRS2009

Development of a Methodology to Gather Seated Anthropometry in a Microgravity Environment

The Constellation Program's Crew Exploration Vehicle (CEV) is required to accommodate the full population range of crewmembers according to the anthropometry requirements stated in the Human-Systems Integration Requirement (HSIR) document (CxP70024). Seated height is one of many critical dimensions of importance to the CEV designers in determining the optimum seat configuration in the vehicle. Changes in seated height may have a large impact to the design, accommodation, and safety of the crewmembers. Seated height can change due to elongation of the spine when crewmembers are exposed to microgravity. Spinal elongation is the straightening of the natural curvature of the spine and the expansion of inter-vertebral disks. This straightening occurs due to fluid shifts in the body and the lack of compressive forces on the spinal vertebrae. Previous studies have shown that as the natural curvature of the spine straightens, an increase in overall height of 3% of stature occurs which has been the basis of the current HSIR requirements. However due to variations in the torso/leg ratio and impact of soft tissue, data is nonexistent as to how spinal elongation specifically affects the measurement of seated height. In order to obtain this data, an experiment was designed to collect spinal elongation data while in a seated posture in microgravity. The purpose of this study was to provide quantitative data that represents the amount of change that occurs in seated height due to spinal elongation in microgravity environments. Given the schedule and budget constraints of ISS and Shuttle missions and the uniqueness of the problem, a methodology had to be developed to ensure that the seated height measurements were accurately collected. Therefore, simulated microgravity evaluations were conducted to test the methodology and procedures of the experiment. This evaluation obtained seat pan pressure and seated height data to a) ensure that the lap restraint provided sufficient restraint to eliminate any gap between the subject s gluteal surface and the seat pan and b) to document any necessary design and procedural changes needed due to the microgravity environment. The methodology and setup used during the simulated microgravity evaluations was replicable to the proposed methodology and setup for in-space missions. A flight-like Shuttle seat, pressure sensors, anthropometer, and existing hardware was used to measure seated height and contact area while experiencing microgravity. The outlying buttock and thigh surface contact areas were collected to determine if the subjects were in contact with the seat pan, while a measurer recorded their seated height with an anthropometer. The Anthropometry and Biomechanics Facility (ABF) completed data collection from three microgravity flights to assess the restraint methods and techniques to be used for the in-flight procedures performed by the crewmembers in orbit. The first flight demonstrated that the restraint system on the seat, used in a nominal configuration, did not sufficiently restrain a person in the seat. The results showed the subjects were not in full contact with the seat pan, resulting in inaccurate sitting height data. Thus, a second flight was conducted to test different restraint system options. The results showed that by 1) changing the restraint system from the nominal 3-points of the 5-point harness, which is used for crewmembers when fully suited with emergency equipment, and 2) rerouting the lap straps around the joint of the backrest, where the backrest and seat pan are joined, resulted in the optimal method to restrain a subject. This rerouting method allowed for the anchor location to change and pull the subjects back into the seat instead of being anchored at the side of the subjects thighs. The results from the third flight validated the final restraint system, which resulted in a verified methodology for collecting seated anthropometry to ultimately determine the amount of spil elongation in a microgravity environment.

Rajulu, Sudhakar↗

NASA NTRS2013

Molecular-Based Optical Measurement Techniques for Transition and Turbulence in High-Speed Flow

High-speed laminar-to-turbulent transition and turbulence affect the control of flight vehicles, the heat transfer rate to a flight vehicle's surface, the material selected to protect such vehicles from high heating loads, the ultimate weight of a flight vehicle due to the presence of thermal protection systems, the efficiency of fuel-air mixing processes in high-speed combustion applications, etc. Gaining a fundamental understanding of the physical mechanisms involved in the transition process will lead to the development of predictive capabilities that can identify transition location and its impact on parameters like surface heating. Currently, there is no general theory that can completely describe the transition-to-turbulence process. However, transition research has led to the identification of the predominant pathways by which this process occurs. For a truly physics-based model of transition to be developed, the individual stages in the paths leading to the onset of fully turbulent flow must be well understood. This requires that each pathway be computationally modeled and experimentally characterized and validated. This may also lead to the discovery of new physical pathways. This document is intended to describe molecular based measurement techniques that have been developed, addressing the needs of the high-speed transition-to-turbulence and high-speed turbulence research fields. In particular, we focus on techniques that have either been used to study high speed transition and turbulence or techniques that show promise for studying these flows. This review is not exhaustive. In addition to the probe-based techniques described in the previous paragraph, several other classes of measurement techniques that are, or could be, used to study high speed transition and turbulence are excluded from this manuscript. For example, surface measurement techniques such as pressure and temperature paint, phosphor thermography, skin friction measurements and photogrammetry (for model attitude and deformation measurement) are excluded to limit the scope of this report. Other physical probes such as heat flux gauges, total temperature probes are also excluded. We further exclude measurement techniques that require particle seeding though particle based methods may still be useful in many high speed flow applications. This manuscript details some of the more widely used molecular-based measurement techniques for studying transition and turbulence: laser-induced fluorescence (LIF), Rayleigh and Raman Scattering and coherent anti-Stokes Raman scattering (CARS). These techniques are emphasized, in part, because of the prior experience of the authors. Additional molecular based techniques are described, albeit in less detail. Where possible, an effort is made to compare the relative advantages and disadvantages of the various measurement techniques, although these comparisons can be subjective views of the authors. Finally, the manuscript concludes by evaluating the different measurement techniques in view of the precision requirements described in this chapter. Additional requirements and considerations are discussed to assist with choosing an optical measurement technique for a given application.

Bathel, Brett F.↗

NASA NTRSDate not supplied

Surface Transportation of the Common Habitat from Lander to Habitation Zone

The Common Habitat Architecture is a feasibility study surrounding the use of an SLS core stage liquid oxygen tank as the pressure vessel for a long-duration habitat intended for use in multiple gravity environments. The Common Habitat is used within this study as the primary habitation element in both Moon and Mars surface base camps. The Common Habitat Architecture offloads the Common Habitat from its lander and transports it to a Habitation Zone instead of leaving the habitat integrated with the lander. In this study, the Landing Zone is assumed to be approximately 3.5 kilometers from the Habitation Zone. Given the physical size and estimated 90-ton mass of the Common Habitat, a four-week trade study encompassing Moon and Mars lander identification, offloading, surface transport, and emplacement was conducted in February 2021 to assess whether there are any credible options for landing the Common Habitat on the Moon or Mars and deliver it to its intended point of use. Constrained to use only public data, the study applied subject matter expert opinion to each component of the study. The surface transportation component of the trade study assumes the habitat has been successfully offloaded from its lander and is at a point of handover to the surface transportation system. It is assumed that there are no crew present, and all human operations are performed remotely by Mission Control personnel. Three core cargo handling elements from prior NASA studies were used as the basis from which to derive surface transportation options – the Chariot, the All-Terrain Hex-Limbed Extra-Terrestrial Explorer, and the Lightweight Surface Manipulator System. Variations and hybrid combinations of these elements were used to develop transportation options for the Moon and Mars, given different habitat masses. Ultimately, several potentially feasible solutions were identified, and a solution was recommended that is common to both the Moon and Mars, with the potential to use a dissimilar system as a backup during lunar Common Habitat delivery. Next steps for sizing and additional development and analysis of the recommended surface transportation system are included as forward work.

Surface Mobility↗

DOE OSTI2025

Security-by-Design: Light Water Small Modular Reactor

The growing demand for nuclear power is increasing pressure to find solutions to cost prohibitive requirements of both construction and security. Offsite response has been proposed as an option to reduce costs associated with training and maintaining an onsite response force. A previous report explored this option and revealed that security could be provided at the required level, but cost savings was not a result of this methodology. An offsite response strategy required costly active and passive delay barriers to provide sufficient time for responders to muster and deploy to a site in time to interrupt a determined and well-equipped adversary. Also, contrary to the hypothesis, the number of responders required for this strategy exceeded that needed for an onsite response force, as the adversaries could avail themselves of advantageous positions within the facility to repel arriving responders. This report builds upon the previous evaluation by using the same hypothetical light water small modular reactor (LWSMR) facility model, but this time an onsite response strategy was assessed. The goal of this analysis was to show that an onsite response strategy could be implemented effectively at a cost point that removes barriers within the industry at this critical time of growth and development. The assessment of the facility design and response strategy was completed through modeling using Scribe3D© and subsequent scenario analysis over the course of a two-day tabletop exercise. Subject matter experts in nuclear security, nuclear facility design, and response strategy and tactics contributed to the effort to ensure accurate representation of hypothetical scenarios. Several adaptations were made to the layout of the LWSMR based on lessons learned during the first day of scenario analysis. The subsequent design evaluated on the second day proved to provide a robust response posture against a large and well-trained adversary force. This report details the process of the analysis and compares the cost of the final facility design with that of the LWSMR model used for evaluation of offsite response. Ultimately, the results of this effort indicate that, when implemented correctly, an onsite response strategy is the best option from a security and cost perspective.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

DOE OSTI2020

Etching of Si 3 N 4 induced by electron beam plasma from hollow cathode plasma in a downstream reactive environment

An etching system based on the interaction of electrons extracted from a direct current (DC) hollow-cathode (HC) Ar plasma and injected towards a Si3N4 covered silicon substrate located in the downstream reactive environment created by an additional remote CF 4 /O 2 plasma source was developed and evaluated. By controlling the properties of the injected beam electrons, this approach allows to deliver energy to a surface functionalized by exposure to reactive species, and initiate surface etching. The energy of the primary beam electrons is controlled by the acceleration voltage relative to the HC discharge. Ar atoms flow from the high-pressure HC discharge into the low pressure downstream reactive environment in the process chamber. For an acceleration voltage greater than the ionization potential of Ar and/or process gas species, the energetic primary beam electrons produce a secondary plasma in the process chamber, and can also cause additional dissociation. We have characterized the properties of the secondary plasma and also surface etching of Si 3 N 4 as a function of process parameters, including acceleration voltage (0-80 V), discharge current of the HC discharge (1-2 A), pressure (3.5-20 mTorr), source to substrate distance (1.5 to 5 cm), and feed gas composition (20% and 80% O2 in CF 4 /O 2 ). The electron energy probability function (EEPF) measured with a Langmuir probe about 2.5 cm below the extraction ring suggests several major groups of electrons for this situation, including high energy primary beam electrons with an energy that varies as the acceleration voltage is changed and low energy electrons produced by beam electron-induced ionization of the Ar gas in the process chamber. When a remote CF 4 /O 2 plasma is additionally coupled to the process chamber, Si 3 N 4 surfaces can be functionalized, and by varying the energy of the beam electrons, Si 3 N 4 etching can be induced by electron-neutral synergy effect with plasma-surface interaction. For conditions without beam electron injection, the remote plasma etching rate (ER) of Si 3 N 4 depends strongly on the O 2 concentration in the CF 4 /O 2 processing gas mixture and can be suppressed for O 2 -rich process conditions by the formation of a SiONF passivation layer on the Si 3 N 4 surface. The combination of the HC electron beam source with the remote plasma source (HCEB-RP) makes it possible to induce Si 3 N 4 etching for O 2 -rich remote plasma conditions where remote plasma by itself produces negligible Si 3 N 4 etching. The electron enhanced etching of Si 3 N 4 depends strongly on O 2 /CF 4 mixing ratio reflecting changing arrival rates of O and F species at the surface. Optical emission spectroscopy was used to estimate the ratio of gas phase F and O densities and found to be controlled by the gas mixing ratio and independent of HC EB operating conditions. At this time the detailed sequence of events operative in the etching mechanism is unclear. While the increase of the electron energy is ultimately responsible for initiating surface etching, at present we cannot rule out a role of ions from the simultaneously produced secondary plasma in plasma surface interaction mechanisms.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Decarbonization Scenarios in the United States: Comparing Biofuels Growth in Two Models - GCAM and BSM

Scenarios for deep decarbonization rely on biomass for biofuels, biopower, and bioproducts, often including negative emissions via carbon capture and storage or utilization. Despite the prominence of biomass in many deep decarbonization pathways, critical questions remain about biomass allocation, effects of transportation electrification, the pace of growth, and implications for agriculture and land use. We address these questions through a unique comparison of carbon pricing effects on the growth of biomass utilization and its effects on land use in the United States by comparing results from a multisectoral integrated assessment model, the Global Change Analysis Model [GCAM], with results from a biomass-to-biofuels system dynamics model, the Biomass Scenario Model [BSM]. We contribute to model comparison efforts by analyzing the biomass deployment needed for a scenario consistent with a "Middle of the Road" Shared Socioeconomic Pathway [SSP2] and a representative concentration pathway of 2.6 W/m2. The GCAM scenarios solve for global equilibrium conditions that are consistent with this pathway, including demands for biomass across all economic sectors and representing bioenergy with carbon capture and storage as a technology option. The BSM scenarios assess those biomass and biofuel results for the United States and identify challenges associated with that pace and amount of expansion. In the scenario analysis, we harmonize key factors such as carbon price trajectory, domestic ethanol fuel demand, ethanol blending, and arable land availability, and vary them in both models. In GCAM, we vary the carbon price, transportation electrification, ethanol blending constraints, and arable land availability inputs and the value of the carbon in land; in BSM, in addition to directly inputting certain GCAM results, we vary the maximum rate of biorefinery construction, flexibility of feedstock types across conversion processes, and policy incentives such as tax credits and renewable identification number payments. The selected carbon price trajectory results in a rapid increase in biofuel production in the United States, reaching about 9.4 EJ/year in 2060 in the highest scenario analyzed in GCAM. Results differ between the two models in timing and ultimate quantity of biomass and biofuel production. GCAM biofuel quantities generally exceed BSM amounts because CCS is applied to biofuel pathways in GCAM, and because of differences in capacity expansion and related dynamics of land allocation, biomass production, and price dynamics. These dynamics include rapid biorefinery capacity expansion in high demand cases. To satisfy this biomass demand, GCAM rapidly equilibrates land allocation, but the BSM limits the rate at which this re-allocation can occur. A further contrast with the equilibrium approach in GCAM is that the BSM represents a delay between planting and harvesting woody biomass resources. As a result of these model contrasts, feedstock costs in BSM increase more than in GCAM, and the absence of CCS in the BSM also reduces the relative economic attractiveness of biofuels production. The bottlenecks, lags, and price increases also lead to potential for volatility in feedstock price and land allocation to biomass in the BSM. GCAM has more biomass production than BSM in all scenarios, partly because of the broader, economy-wide coverage of GCAM, in contrast to BSM's exclusive focus on biofuels. In both models, trends like those of biofuels production were observed for biomass production: minimal growth without a carbon price and policy incentives, and increases with a carbon price, particularly with carbon capture and storage, because the inputs assume that biopower and biofuels decrease greenhouse gas emissions. In high policy scenarios, biomass demand is high, and the consequent high biomass prices due to the land re-allocation bottleneck in the BSM limit biofuel production even if the biorefinery capacity is expanded. However, because biomass prices do not increase as much in the low policy scenario, growth is slower and the land-reallocation bottleneck no longer dominates, such that the effect of increased capacity can be seen. Across both the models, a change in assumptions from less to more land availability increases biofuel production in both GCAM and BSM, as the upward pressure on feedstock price and volatility are both reduced.

biofuels↗

DOE OSTI2022

High energy X-ray diffraction and small-angle scattering measurements of hydrogen fatigue damage in AISI 4130 steel

Accurate lifetime predictions are critical for repurposing existing pipelines for hydrogen transmission as well as for developing novel steels which are minimally susceptible to lifetime degradation by hydrogen. Ultimately, lifetime prediction models assess the amount of damage a material undergoes during a typical service cycle and the cumulative damage a material can withstand prior to failure. However, not all damage processes are equal, and neither is the manner in which mechanical loading translates to damage the same when materials are in inert environments compared to in hydrogen environments. For example, in the three leading proposed mechanisms of hydrogen embrittlement (Hydrogen-Enhanced Decohesion (HEDE), the Hydrogen-Enhanced Localized Plasticity (HELP), and the Nano-Void Coalescence (NVC)), hydrogen is proposed to enhance the manifestation of grain separation, dislocation generation/movement, and void coalescence, respectively. A full understanding of the damage modes requires a measurement capable of probing all three mechanisms at once. Here we present simultaneous High Energy X-ray Diffraction (HEXRD) and Small-Angle X-ray Scattering (SAXS) during fatiguing of steel in hydrogen. HEXRD measurements probe strain and dislocation density; SAXS measurements probe nano-pore generation and coalescence. We will discuss the differences in damage modes between steels fatigued in air and in hydrogen and the role these difference play in lifetime predictions.

36 MATERIALS SCIENCE↗

NASA NTRS2006

SiC Composite Turbine Vanes

Turbine inlet guide vanes have been fabricated from composites of silicon carbide fibers in silicon carbide matrices. A unique design for a cloth made from SiC fibers makes it possible to realize the geometric features necessary to form these vanes in the same airfoil shapes as those of prior metal vanes. The fiber component of each of these vanes was made from SiC-fiber cloth coated with boron nitride. The matrix was formed by chemical-vapor infiltration with SiC, then slurry-casting of SiC, followed by melt infiltration with silicon. These SiC/SiC vanes were found to be capable of withstanding temperatures 400 F (222 C) greater than those that can be withstood by nickel-base-superalloy turbine airfoils now in common use in gas turbine engines. The higher temperature capability of SiC/SiC parts is expected to make it possible to use them with significantly less cooling than is used for metallic parts, thereby enabling engines to operate more efficiently while emitting smaller amounts of NOx and CO. The SiC/SiC composite vanes were fabricated in two different configurations. Each vane of one of the configurations has two internal cavities formed by a web between the suction and the pressure sides of the vane. Each vane of the other configuration has no web (see Figure 1). It is difficult to fabricate components having small radii, like those of the trailing edges of these vanes, by use of stiff stoichiometric SiC fibers currently preferred for SiC/SiC composites. To satisfy the severe geometric and structural requirements for these vanes, the aforementioned unique cloth design, denoted by the term Y-cloth, was conceived (see Figure 2). In the regions away from the trailing edge, the Y-cloth features a fiber architecture that had been well characterized and successfully demonstrated in combustor liners. To form a sharp trailing edge (having a radius of 0.3 mm), the cloth was split into two planes during the weaving process. The fiber tows forming the trailing-edge section were interlocked, thereby enhancing through-thickness strength of the resulting composite material. For vanes of the webless configuration, each made from a layup of six plies of Ycloth, the length of each Y-cloth layer was cut so that the two strips corresponding to the aforementioned two planes would wrap around the perimeter of a graphite vane preform tool with a 10-mm overlap. The overlap was used to join the two strips in a fringe splice. To make the external sixth ply, a standard woven cloth was cut to the required final length and a fringe splice joined the two ends of the cloth at the trailing edge. The cloth was then prepregged. The entire assembly was then placed into an aluminum compaction tool designed to form the outer net shape of the vane. After the prepreg material was allowed to dry, the preform was removed from the aluminum tooling and placed into an external graphite tool before being shipped to a vendor for matrix infiltration. To make the SiC fiber preform for a vane having an internal web, a slightly different initial approach was followed. Each of two sections forming the internal cavities (and ultimately the web) was created by first slipping two concentric layers of a two-dimensional, 2-by-2, 45 - braided tube around a net-shape graphite mandrel. The tubes on both mandrels were prepregged and allowed to dry. The resulting two subassemblies were put together, then four additional plies were wrapped around them in the same fashion as that described above for the six plies of the vaneless configuration. The consolidation of the SiC fiber preforms into SiC/SiC composite parts was performed by commercial vendors using their standard processes. The capability of two of the webless SiC/SiC turbine vanes was demonstrated in tests in a turbine environment. The tests included 50 hours of steady-state operation and 102 two-minute thermal cycles. A surface temperature of 1,320 C was reached during the tests.

Calomino, Anthony M.↗

DOE OSTI2020

Reactor and fuel cycle performance of light water reactor fuel with 235 U enrichments above 5%

Recent advances in nuclear fuel materials research, particularly on the topic of accident-tolerant fuels, have brought up potential opportunities for expanding the operating envelope of existing light water reactors. As many of the performance improvements offered by these technologies may be most fully realized by increasing fuel enrichment beyond the standard 5% limit, this paper examines the potential reactor performance and fuel cycle performance of low-enriched uranium oxide fueled light water reactors by generically considering pressurized water reactors with 235 U enrichment from 5 to 7%. Advanced cladding, including accident-tolerant cladding, has the potential to increase fuel burnup limits related to hydrogen in the cladding that coincide with those limits associated with end-of-life reactivity. Therefore, higher enrichment will be necessary in order to realize the higher fuel burnups. This work includes evaluation of the fuel cycle length, discharge burnup, reactivity coefficients, and fuel cycle performance, including radioactive waste and environmental impact metrics per unit energy generated. The analysis was performed using the evaluation metrics from the US Department of Energy Office of Nuclear Energy Fuel Cycle Evaluation and Screening Study. The reactor performance and safety analysis show that enrichments between 5 and 7% would have similar fuel temperature and moderator temperature coefficients. However, the soluble boron coefficient would decrease in magnitude, requiring more corrosive boric acid in the coolant or other methods of reactivity control during the fuel cycle. At these higher enrichments the maximum burnup at the rim of the fuel pellet would increase by almost a factor of two, which is expected to impact the formation of high-burnup structure in the fuel and the corresponding thermo-mechanical fuel properties. The fuel cycle performance assessment shows that increasing enrichment reduces the quantity of high-level waste disposed per unit energy generated, but it increases the natural resource requirements normalized to a gigawatt-electricity-per-year basis. Another impact is the slightly higher discharge burnup, resulting in somewhat different activity levels of the spent nuclear fuel and high-level waste radioactivity at 100 and 100,000 years after fuel discharge. The environmental impacts—including land use, water use, carbon emission, and radiological exposure—are of the same magnitude per unit energy generated. Finally, however, the impacts are distributed differently. Less than 5% enrichment has marginally more impact on the back-end of the fuel cycle, and greater than 5% enrichment has marginally more impact on the front-end of the fuel cycle. Ultimately, no neutronic or reactor safety hindrances to employing light water reactor fuel with enrichments greater than 5% are identified; given the achievable reactor performance benefits with advanced fuels, further practical exploration of increased enrichment fuel is recommended.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

NASA NTRSDate not supplied

Mars Entry, Descent, Landing, and Ascent Systems Sensitivities to Landing Site and Atmospheric Dust

Plans for human missions to Mars continue to go through several architectural changes, dating all the way back to the 1950s [1]. The continuous study, reformulation, and refinement of Mars architectures and system concepts is necessary in order to incorporate evolving mission objectives, technology advancements, and growth in the body of knowledge regarding human factors and the various environments of human space travel. This evolution has continued into the 21st century, with architectures concepts such as NASA’s Design Reference Architecture 5.0 in 2009 [2], The Evolvable Mars Campaign in 2016 [3], and as recently as 2020, an architecture focused on a crewed mission as early as the 2030s that aims to minimizing crewed duration and infrastructure investment for the first mission [4]. Within these architectures, numerous studies around the current concept designs for Mars entry, descent, landing, and ascent (EDLA) systems have been performed over the last half a decade [[5], [6], [7], [8], [9], [10]]. Despite the breadth and depth of these studies, landing site, a key design parameter relevant to the design of EDLA systems, has remained nebulous over the years, largely due to the ever evolving mission objectives and architecture concept over the decades. However, the specific landing site has direct impact on the altitude and atmospheric conditions, which subsequently impact the design of EDLA systems. To accommodate the lack of a specific landing site, a baseline reference altitude of 0 km relative to the Mars Orbiter Laser Altimeter (MOLA), which is similar to an Earth sea level reference, has typically been selected and fixed for these past studies. Similarly, a baseline reference atmosphere has typically been utilized in these studies, either the Mars Global Reference Atmospheric Model [11], or a general 1982 standard warm, high pressure atmosphere model derived from Viking lander data [12]. Fig. 1 shows the range of elevations across the surface of Mars. Current architectures are focused on latitudes greater than 30 degrees north in an effort to ensure access to frozen water ice. From the figure, it is quickly evident that elevations over the range of longitudes at or above this latitude are significantly varied between roughly -4 to +4 km MOLA. Based on these observations, initial qualitative assessments of the impacts of landing site elevation on EDLA systems were performed. Fig. 2 depicts the expected trends in EDLA system mass for variations in both land site latitude and elevation. The background coloring is a qualitative evaluation of the current knowledge on ice water availability at the latitudes. Further modeling and simulation was performed to obtain numerical predictions of sensitivities to these parameters. Results indicate up to +2% to -4% mass variation from the current baseline Mars Ascent Vehicle concept, with the potential for greater than 6% mass variation at latitudes greater than 70 degrees north. However, variations in the descent system due to landing site were much more significant with mass variations in the range of -15% to +30% around the current baseline Mars Descent System concept. Additionally, Fig. 3 provides a depiction of potential Mars atmospheric density variations with both dust and Martian season. Though the Martian atmosphere is relatively thin compared to Earth’s atmosphere, it still poses significant impact on the design of EDLA systems. Variations in atmospheric density indicated by this slice of data would have significant impact on the design of EDLA systems. However, due to the highly complex nature of atmospheric flight, a qualitative assessment could not be performed. Rather, sensitivity results relied on modeling and simulation to provide numerical results for sensitivities on the current EDLA design concepts under consideration. Understanding these sensitivities is vital to the overall systems design of a Mars architecture. The resulting mass impacts on EDLA systems, driven by landing site elevation and dust level variations, has rippling impacts throughout the architecture that, ultimately, impact the viability of the architecture. Results showed fairly minor mass impacts to the current Mars Ascent Vehicle baseline configuration, roughly -0.6% to + 0.4% mass variations, while the Mars Descent System say greater variations due to dust, roughly -4% to +6% around the baseline concept.

EDLA↗

NASA NTRS2016

Human Exploration Spacecraft Testbed for Integration and Advancement (HESTIA)

The proposed paper will cover ongoing effort named HESTIA (Human Exploration Spacecraft Testbed for Integration and Advancement), led at the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) to promote a cross-subsystem approach to developing Mars-enabling technologies with the ultimate goal of integrated system optimization. HESTIA also aims to develop the infrastructure required to rapidly test these highly integrated systems at a low cost. The initial focus is on the common fluids architecture required to enable human exploration of mars, specifically between life support and in-situ resource utilization (ISRU) subsystems. An overview of the advancements in both integrated technologies, in infrastructure, in simulation, and in modeling capabilities will be presented, as well as the results and findings of integrated testing,. Due to the enormous mass gear-ratio required for human exploration beyond low-earth orbit, (for every 1 kg of payload landed on Mars, 226 kg will be required on Earth), minimization of surface hardware and commodities is paramount. Hardware requirements can be minimized by reduction of equipment performing similar functions though for different subsystems. If hardware could be developed which meets the requirements of both life support and ISRU it could result in the reduction of primary hardware and/or reduction in spares. Minimization of commodities to the surface of mars can be achieved through the creation of higher efficiency systems producing little to no undesired waste, such as a closed-loop life support subsystem. Where complete efficiency is impossible or impractical, makeup commodities could be manufactured via ISRU. Although, utilization of ISRU products (oxygen and water) for crew consumption holds great promise of reducing demands on life support hardware, there exist concerns as to the purity and transportation of commodities. To date, ISRU has been focused on production rates and purities for propulsion needs. The meshing of requirements between all potential users, producers, and cleaners of oxygen and water is crucial to guiding the development of technologies which will be used to perform these functions. Various new capabilities are being developed as part of HESTIA, which will enable the integrated testing of these technologies. This includes the upgrading of a 20' diameter habitat chamber to eventually support long duration (90+ day) human-in-the-loop testing of advanced life support systems. Additionally, a 20' diameter vacuum chamber is being modified to create Mars atmospheric pressures and compositions. This chamber, designated the Mars Environment Chamber (MEC), will eventually be upgraded to include a dusty environment and thermal shroud to simulate conditions on the surface of Mars. In view that individual technologies will be in geographically diverse locations across NASA facilities and elsewhere in the world, schedule and funding constraints will likely limit the frequency of physical integration. When this is the case, absent subsystems can be either digitally or physically simulated. Using the Integrated Power Avionics and Software (iPAS) environment, HESTIA is able to bring together data from various subsystems in simulated surroundings, insert faults, errors, time delays, etc., and feed data into computer models or physical systems capable of reproducing the output of the absent subsystems for the consumption of a local subsystems. Although imperfect, this capability provides opportunities to test subsystem integration and interactions at a fraction of the cost. When a subsystem technology is too immature for integrated testing, models can be produced using the General-Use Nodal Network Solver (GUNNS) capability to simulate the overall system performance. In doing so, even technologies not yet on the drawing board can be integrated and overall system performance estimated. Through the integrated development of technologies, as well as of the infrastructure to rapidly and at a low cost, model, simulate, and test subsystem technologies early in their development, HESTIA is pioneering a new way of developing the future of human space exploration.

Banker, Brian F.↗

NASA NTRS1999

Cardiovascular Deconditioning in Humans: Alteration in Cardiovascular Regulation and Function During Simulated Microgravity

Alterations in cardiovascular regulation and function that occur during and after space flight have been reported. These alterations are manifested, for example, by reduced orthostatic tolerance upon reentry to the earth's gravity from space. However, the precise physiologic mechanisms responsible for these alterations remain to be fully elucidated. Perhaps, as a result, effective countermeasures have yet to be developed. In this project we apply a powerful, new method - cardiovascular system identification (CSI) - for the study of the effects of space flight on the cardiovascular system so that effective countermeasures can be developed. CSI involves the mathematical analysis of second-to-second fluctuations in non-invasively measured heart rate, arterial blood pressure (ABP), and instantaneous lung volume (ILV - respiratory activity) in order to characterize quantitatively the physiologic mechanisms responsible for the couplings between these signals. Through the characterization of all the physiologic mechanisms coupling these signals, CSI provides a model of the closed-loop cardiovascular regulatory state in an individual subject. The model includes quantitative descriptions of the heart rate baroreflex, autonomic function, as well as other important physiologic mechanisms. We are in the process of incorporating beat-to-beat fluctuations of stroke volume into the CSI technique in order to quantify additional physiologic mechanisms such as those involved in control of peripheral vascular resistance and alterations in cardiac contractility. We apply CSI in conjunction with the two general protocols of the Human Studies Core project. The first protocol involves ground-based, human head down tilt bed rest to simulate microgravity and acute stressors - upright tilt, standing and bicycle exercise - to provide orthostatic and exercise challenges. The second protocol is intended to be the same as the first but with the addition of sleep deprivation to determine whether this contributes to cardiovascular alterations. In these studies, we focus on the basic physiologic mechanisms responsible for the alterations in cardiovascular regulation and function during the simulated microgravity in order to formulate hypotheses regarding what countermeasures are likely to be most effective. Compared to our original proposal, the protocol we are using has been slightly modified to lengthen the bed rest period to 16 days and streamline the data collection. These modifications provide us data on a longer bed rest period and have enabled us to increase our subject throughput. Based on review of our preliminary data we have decided to test a countermeasure which is applied the very end of the bed rest period. We will use the same bed rest protocol to test this countermeasure. We anticipate completing the baseline data collection in our first protocol plus testing of the countermeasure in an additional eight subjects, at which time we plan to initiate the second protocol which includes sleep deprivation. In future studies, we plan to apply CSI to test other potential countermeasures in conjunction with the same bed rest, sleep deprivation and acute stressor models. We also anticipate applying CSI for studying astronauts before and after space flight and ultimately, during space flight. The application of CSI is providing information relevant to the development and evaluation of effective countermeasures allowing humans to adapt appropriately upon re-exposure to a gravity field, and to live and work for longer periods of time in microgravity.

Cohen, Richard↗

NASA NTRS1996

Computational Modeling of Magnetically Actuated Propellant Orientation

Unlike terrestrial applications where gravity positions liquid at the "bottom" of the tank, the location of liquid propellant in spacecraft tanks is uncertain unless specific actions are taken or special features are built into the tank. Some mission events require knowledge of liquid position prior to a particular action: liquid must be positioned over the tank outlet prior to starting the main engines and must be moved away from the tank vent before vapor can be released overboard to reduce pressure. It may also be desirable to positively position liquid to improve propulsion system performance: moving liquid away from the tank walls will dramatically decrease the rate of heat transfer to the propellant, suppressing the boil-off rate, thereby reducing overall mission propellant requirements. The process of moving propellant to a desired position is referred to as propellant orientation or reorientation. Propulsive reorientation relies on small auxiliary thrusters to accelerate the tank. The inertia of the liquid causes it to collect in the aft-end of the tank if the acceleration is forward. Liquid Acquisition Devices (LAD's) rely on surface tension to hold the liquid within special geometries, (i.e. vanes, wire-mesh channels, start-baskets), to positively position propellants. Both of these technologies add significant weight and complexity to the spacecraft and can be limiting systems for long duration missions. The subject of the present research is an alternate technique for positively positioning liquid within spacecraft propellant tanks: magnetic fields. LOX is paramagnetic (attracted toward a magnet) and LH2 is diamagnetic (repelled from a magnet). Order-of-magnitude analyses, performed in the 1960's to determine required magnet size, concluded that the magnets would be prohibitively massive and this option has remained dormant during the intervening years. Recent advances in high-temperature superconducting materials hold the promise of electromagnets with sufficient performance to support cryogenic propellant management tasks. In late 1992, NASA MSFC began a new investigation in this technology commencing with the design of the Magnetically-Actuated Propellant Orientation (MAPO) experiment. A mixture of ferrofluid and water is used to simulate the paramagnetic properties of LOX and the experiment is being flown on the KC-135 aircraft to provide a reduced gravity environment. The influence of a 0.4 Tesla ring magnet on flow into and out of a subscale Plexiglas tank is being recorded on video tape. The most efficient approach to evaluating the feasibility of MAPO is to compliment the experimental program with development of a computational tool to model the process of interest. The goal of the present research is to develop such a tool. Once confidence in its fidelity is established by comparison to data from the MAPO experiment, it can be used to assist in the design of future experiments and to study the parameter space of the process. Ultimately, it is hoped that the computational model can serve as a design tool for full-scale spacecraft applications.

Hochstein, John I.↗

NASA NTRS1999

A Study of Nucleate Boiling with Forced Convection in Microgravity

The ultimate objective of basic studies of flow boiling in microgravity is to improve the understanding of the processes involved, as manifested by the ability to predict its behavior. This is not yet the case for boiling heat transfer even in earth gravity, despite the considerable research activity over the past 30 years. The elements that constitute the nucleate boiling process - nucleation, growth, motion, and collapse of the vapor bubbles (if the bulk liquid is subcooled) - are common to both pool and flow boiling. It is well known that the imposition of bulk liquid motion affects the vapor bubble behavior relative to pool boiling, but does not appear to significantly influence the heat transfer. Indeed, it has been recommended in the past that empirical correlations or experimental data of pool boiling be used for design purposes with forced convection nucleate boiling. It is anticipated that such will most certainly not be possible for boiling in microgravity, based on observations made with pool boiling in microgravity. In earth gravity buoyancy will act to remove the vapor bubbles from the vicinity of the heater surface regardless of how much the imposed bulk velocity is reduced, depending, of course, on the geometry of the system. Vapor bubbles have been observed to dramatically increase in size in pool boiling in microgravity, and the heat flux at which dryout took place was reduced considerably below what is generally termed the critical heat flux (CHF) in earth gravity, depending on the bulk liquid subcooling. However, at heat flux levels below dryout, the nucleate pool boiling process was enhanced considerably over that in earth gravity, in spite of the large vapor bubbles formed in microgravity and perhaps as a consequence. These large vapor bubbles tended to remain in the vicinity of the heater surface, and the enhanced heat transfer appeared to be associated with the presence of what variously has been referred to as a liquid microlayer between the bubble and the heater surface. The enhancement of the boiling process with low velocities in earth gravity for those orientations producing the formation of a liquid macrolayer described above, accompanied by "sliding" vapor bubbles, has been demonstrated. The enhancement was presented as a function of orientation, subcooling, and heated length, while a criterion for the heat transfer for mixed natural/forced convection nucleate boiling was given previously. A major unknown in the prediction and application of flow boiling heat transfer in microgravity is the upper limit of the heat flux for the onset of dryout (or critical heat flux - CHF), for given conditions of fluid-heater surfaces, including geometry, system pressure and bulk liquid subcooling. It is clearly understood that the behavior in microgravity will be no different than on earth with sufficiently high flow velocities, and would require no space experimentation. However, the boundary at which this takes place is still an unknown. Previous results of CHF measurements were presented for low velocity flow boiling at various orientations in earth gravity as a function of flow velocity and bulk liquid subcooling, along with preliminary measurements of bubble residence times on a flat heater surface. This showed promise as a parameter to be used in modeling the CHF, both in earth gravity and in microgravity. The objective of the work here is to draw attention to and show results of current modeling efforts for the CHF, with low velocities in earth gravity at different orientations and subcoolings. Many geometrical possibilities for a heater surface exist in flowing boiling, with boiling on the inner and outer surfaces of tubes perhaps being the most common. If the vapor bubble residence time on and departure size from the heater surface bear a relationship to the CHF, as results to be given indicate, it is important that visualization of and access to vapor bubble growth be conveniently available for research purposes. In addition, it is desirable to reduce the number of variables as much as possible in a fundamental study. These considerations dictated the use of a flat heater surface, which is rectangular in shape, 1.91 cm by 3.81 cm (0.75 x 1.5 inches), consisting either of a 400 Angstrom thick semi-transparent gold film sputtered on a quartz substrate which serves simultaneously as a heater and a resistance thermometer, or a copper substrate of the same size. The heater substrate is a disc which can be rotated so that the heated length in the flow direction can be changed from 1.91 to 3.81 cm (0.75 to 1.5 inches). The fluid is R-113, and the velocities can be varied between 0.5 cm/s and 60 cm/s. For a sufficiently low velocity the CHF can be modeled reasonably well at various orientations by the correlation for pool boiling corrected for the influence of bulk liquid subcooling, multiplied by the square root of q, the angle relative to horizontal. This arises from equating buoyancy and drag forces in the inverted positions where the vapor bubbles are held against the heater surface as they slide. A distortion of the measurements relative to pool boiling occurs as the flow velocity increases. In modeling this effect at different levels of subcooling it appeared appropriate to estimate the volumetric rate of vapor generation, using measurements of bubble frequency (or residence time), void fraction and average bubble boundary layer thickness. These were determined with the use of a platinum hot wire probe 0.025 mm in diameter by 1.3 mm long, applying a constant current to distinguish between contact with liquid or vapor. Two-dimensional spatial variations are obtained with a special mechanism to resolve displacements in increments of 0.025 mm. From such measurements it was determined that the fraction of the surface heat transfer resulting in evaporation varies inversely with the subcooling correction factor for the CHF. The measured inverse bubble residence time is normalized relative to that predicted for an infinite horizontal flat plate at the CHF, and is correlated well with the CHF normalized relative to that for pool boiling, for various orientation angles and subcooling levels. This correspondence is then combined with a normalizing factor for the energy flux leaving the heater surface at the CHF and the computed bubble radius at departure, determined from the balance between the outward velocity of the interface due to evaporation and the buoyance induced velocity of the center of mass of the bubble. The product of the CHF and the corresponding residence time was determined to be a constant for all orientations at a given bulk flow velocity and liquid subcooling, and must be determined empirically for each velocity and subcooling at present. It then becomes possible to predict the CHF for the different orientations, velocities, and subcoolings. These are compared with normalized measurements of the CHF for velocities ranging from 4 cm/s to 55 cm/s, subcoolings from 2.8 to 22.2 K, over orientations angles of 360 degrees.

Merte, Herman, Jr.↗

DOE OSTI2024

MARVEL Reactor Fuel Performance Report (Rev.2)

The Microreactor Applications Research Validation and EvaLuation (MARVEL) project is producing a high temperature liquid metal-cooled nuclear test bed at Idaho National Laboratory (INL) to ultimately improve the integration of microreactors to end-user applications. This ambitious effort seeks to design, authorize, construct, test, and operate the reactor within five years. In order to construct and operate the MARVEL reactor in a timely manner, the system will utilize materials and component designs which have already been used, qualified, or licensed from previous reactors. The MARVEL reactor will be located at the INL Transient Reactor Test (TREAT) facility in the north high-bay equipment pit and will use the existing 304 stainless steel-clad U-ZrH1.6 pin-type fuel system developed by General Atomics and purchased from TRIGA International. This fuel has been previously qualified under the United States Department of Energy’s (US DOE) Reduced Enrichment for Research and Test Reactors (RERTR) Program. Even though the regulator of the MARVEL reactor is the US DOE, the standards and overall approach recommended by the Nuclear Regulatory Commission is well-defined and utilized here. Following NUREG-1537 regulatory guidance, this report documents the authorization case for the MARVEL fuel system’s application to MARVEL and establishes stable and predictable fuel performance during the most thermophysically unfavorable conditions achievable in the MARVEL reactor. To that end, this report provides a comprehensive survey of the known thermophysical properties, performance, and quantitative relationships associated with the MARVEL reactor fuel element and uses this information to determine its mechanical integrity and risk of reaching unacceptable conditions during the most extreme accident scenarios predicted for the reactor using the most conservative assumptions available. The information contained herein is compiled from a combination of historical reports and peer reviewed scientific publication manuscripts. Known mechanisms under which the fuel is susceptible to failure are highlighted and compared to conditions that could exist in the MARVEL reactor during an unanticipated transient or accident scenario. The two scenarios considered for analysis in this report are (1) an unprotected loss of flow accident and (2) a hypothetical unprotected loss of coolant accident during the loss of flow accident. Preliminary 2D steady-state analyses herein indicate that both fuel-cladding chemical interactions and fuel-cladding mechanical interactions are negligible throughout the fuel’s operational cycle under both normal and high temperature accident scenario conditions. Although higher fidelity 3D time-dependent modeling and simulations are planned, the following may be concluded presently. The MARVEL fuel element maintains its geometric stability and structural integrity during the most extreme accident scenarios predicted for the MARVEL reactor. The hoop stress during the unprotected loss of flow accident reaches about -1.27 MPa; this negative stress indicates that it is compressive rather than tensile. The compressive stress is a result of the NaK pressure on the outside of the fuel element, caused by the restricted thermal expansion of the NaK coolant, exceeding the internal pressures generated inside of the fuel element. The hoop stress generated in the cladding during the unprotected loss of coolant accident reaches a maximum of about approximately 10 MPa, which is nearly an order of magnitude less than the predicted yield strength of the cladding under high-temperature accident scenario conditions. Calculations were compared with results from high performance computational simulations using BISON and are in very close agreement. A conservative MARVEL fuel meat peak temperature limit of 900 °C is recommended presently, which is about 180 °C higher than the peak fuel temperature predicted to occur during the most extreme accident. Based on the known properties and behavior of the MARVEL fuel element, the fuel successfully meets its design and safety requirements under normal and most extreme accident conditions with a large safety margin.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2026

MARVEL Reactor Fuel Performance Report

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

NASA NTRS2013

Silent and Efficient Supersonic Bi-Directional Flying Wing

The supersonic bi-directional (SBiDir) flying wing (FW) concept has a great potential to achieve low sonic boom with high supersonic aerodynamic performance due to removal of performance conflict between high speed and low speed by rotating goo in flight. This NIAC Phase 1 research has achieved three objectives: 2) prove the concept based on simulation that it can achieve very low boom with smooth Sine wave ground over-pressure signature and excellent aerodynamic efficiency; 3) conduct trade study to correlate the geometric parameters with sonic boom and aerodynamic performance for further automated design optimization in Phase II. The design methodology developed in Phase I includes three parts: 1) an advanced geometry model, which can vary airfoil meanline angle distribution to control the expansion and shock waves on the airplane surface to mitigate sonic boom and improve aerodynamic efficiency. 2) a validated CFD procedure to resolve near field flow with accurate shock strength. The sonic boom propagation from near field to far field ground is simulated by NASA NF Boom code. The surface friction drag prediction is based on fiat plate correlation adopted by Seebass and supported by the experimental study of Winter and Smith, which is on the conservative side and is more reliable than CFD RANS simulation. 3) a mission analysis tool based on Corke's model that provides design requirements and constraints of supersonic airplanes for range, payload, volume, size, weight, etc. The design mission target is a supersonic transport with cruise Mach number 1.6, 100 passengers, and 4000nm range. The trade study has several very important findings: 1) The far field ground sonic boom signature is directly related to the smoothness of the flow on the airplane surface. The meanline angle distribution is a very effective control methodology to mitigate surface shock and expansion wave strength, and mitigating compression wave coalescing by achieving smooth loading distribution chord-wise. Compared with a linear meanline angle distribution, a design using nonlinear and non-monotonic meanline angle distribution is able to reduce the sonic boom ground loudness by over 20dBP1. The design achieves sonic boom ground loudness less than 70dBP1 and aerodynamic dynamic efficiency 1/D of 8.4. 2) Decreasing sweep angle within the Mach cone will increase 1/D as well as sonic boom. A design with variable sweep from 84° at the very leading edge to 68° at the tip achieves an extraordinarily high 1/D of 10.4 at Mach number 1.6 due to the low wave drag. If no sonic boom constraint is attached, SBiDir-FW concept still has a lot of room to increase the 1/D. 3) The round leading edge and trailing edge under high sweep angle are beneficial to improve aerodynamic performance, sonic boom, and to increase volume of the airplane. 4) Subsonic performance is benefited greatly from the high slenderness of supersonic configuration after rotating goo. A design with excellent supersonic aspect ratio of 0.44, 1/D of 8.g, gives an extraordinary subsonic aspect ration of 10 and 1/D of 1g.7. Two configurations are designed in details to install internal seats, landing gears, and engine installation to demonstrate the feasibility of SBiDir-FW configuration to accommodate all the required volume for realistic airplane. Here we emphasize that the qualitative findings in Phase I are very encouraging, more important than the quantitative results. Qualitative findings give the understanding of physics and provide the path to achieve the ultimate high performance design. The promising quantitative results achieved in Phase I need to be confirmed by wind tunnel testing in Phase II and ultimately proved by flight test. The other important step forward will be made to study the rotation transition from both CFD unsteady simulation and wind tunnel testing.

Zha, Gecheng↗