SEARCH · Engineering Papers
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
BISON simulation of MARVEL fuel rod performance was conducted for normal operation. Fuel temperatures, plenum pressures and cumulative damage factors were calculated for five core zones. This report presents the results. BISON simulation for transient cases are planned. When the results are available, this report will be updated.
Saline formations deep underground are among the most promising targets for large-scale geologic carbon storage. The caprock seal integrity evaluation is an important component of commercial-scale CO 2 sequestration projects. Measurements of the porosity and permeability of mudstone samples from the NETL-supported Cranfield Project were performed using a helium porosimeter and a core flow apparatus, before and after exposure in a CO 2 -saturated brine environment. The permeability of the core samples rapidly decreased with the increase in confining pressure and did not fully recover after decompression. On the other hand, exposure to CO 2 led to an increase in the permeability by at least an order of magnitude. The porosity changes after the exposure were not substantial. The post-exposure increase in permeability was subsequently offset by its rapid decrease during the higher-pressure confinement. Extrapolation of the observed permeability trends to in situ reservoir conditions suggests that Tuscaloosa mudstone can effectively serve as a natural seal.
Radiation effects on NERVA out-of-core instrumentation, discussing cryogenic temperature measurements and transducer measuring pressure at gamma heating rates
The laminar flow equations in differential form are solved numerically on a digital computer for flow of a very high temperature gas through the entrance region of an externally cooled tube. The solution method is described and calculations are carried out in conjunction with experimental measurements. The agreement with experiment is good, with the result indicating relatively large energy and momentum losses in the highly cooled flows considered where the pressure is nearly uniform along the flow and the core flow becomes non-adiabatic a few diameters downstream of the inlet. The effects of a large range of Reynolds number and Mach number (viscous dissipation) are also investigated.
Ramsey's (1948, 1949, 1950, 1954) arguments for the phase-change interpretation of the nature of the terrestrial core are summarized. Some of the successes of the phase-change theory in accounting for hitherto unexplained properties of earth's interior are discussed. Evidence in favor of the phase-change theory is reviewed, and calculations are examined which indicate that the liquid-core material is far more compressible at any relevant pressure than is the mantle material. Implications of the phase-change theory for Venus, Mars, Mercury, and the moon are considered.
An analysis is performed to estimate the convective heating to the wall in a laser-heated thruster on the basis of a solution of the laminar boundary-layer equations with variable transport properties. A local similiarity approximation is used, and it is assumed that the gas phase is in equilibrium. For the thruster described by Wu (1976), the temperature and pressure distributions along the nozzle are obtained from the core calculation. The similarity solutions and heat flux are obtained from the freestream conditions of the boundary layer, in order to determine if it is necessary to couple the boundary losses directly to the core calculation. In addition, the effects of mass injection on the convective heat transfer across the boundary layer with large density-viscosity product gradient are examined.
Combustion noise can be a significant contributor to total aircraft noise. Measurement of combustion noise is made difficult by the fact that both jet noise and combustion noise exhibit broadband spectra and peak in the same frequency range. Since in-flight reduction of jet noise is greater than that of combustion noise, the latter can be a major contributor to the in-flight noise of an aircraft but will be less evident, and more difficult to measure, under static conditions. Several methods for measuring the far-field combustion noise of aircraft engines are discussed in this paper. These methods make it possible to measure combustion noise levels even in situations where other noise sources, such as jet noise, dominate. Measured far-field combustion noise levels for several turbofan engines are presented. These levels were obtained using a method referred to as three-signal coherence, requiring that fluctuating pressures be measured at two locations within the engine core in addition to the far-field noise measurement. Cross-spectra are used to separate the far-field combustion noise from far-field noise due to other sources. Spectra and directivities are presented. Comparisons with existing combustion noise predictions are made.
The Compound Cycle Engine (CCE) is a highly turbocharged, power compounded, ultra-high power density, light-weight diesel engine. The turbomachinery is similar to a moderate pressure ratio, free power turbine engine and the diesel core is high speed and a low compression ratio. This engine is considered a potential candidate for future military light helicopter applications. This executive summary presents cycle thermodynamic (SFC) and engine weight analyses performed to establish general engine operating parameters and configuration. An extensive performance and weight analysis based on a typical two hour helicopter (+30 minute reserve) mission determined final conceptual engine design. With this mission, CCE performance was compared to that of a T-800 class gas turbine engine. The CCE had a 31% lower-fuel consumption and resulted in a 16% reduction in engine plus fuel and fuel tank weight. Design SFC of the CCE is 0.33 lb-HP-HR and installed wet weight is 0.43 lbs/HP. The major technology development areas required for the CCE are identified and briefly discussed.
Combustion noise can be a significant contributor to total aircraft noise. Measurement of combustion noise is made difficult by the fact that both jet noise and combustion noise exhibit broadband spectra and peak in the same frequency range. Since in-flight reduction of jet noise is greater than that of combustion noise, the latter can be a major contributor to the in-flight noise of an aircraft but will be less evident, and more difficult to measure, under static conditions. Several methods for measuring the far-field combustion noise of aircraft engines are discussed in this paper. These methods make it possible to measure combustion noise levels even in situations where other noise sources, such as jet noise, dominate. Measured far-field combustion noise levels for several turbofan engines are presented. These levels were obtained using a method referred to as three-signal coherence, requiring that fluctuating pressures be measured at two locations within the engine core in addition to the far-field noise measurement. Cross-spectra are used to separate the far-field combustion noise from far-field noise due to other sources. Spectra and directivities are presented. Comparisons with existing combustion noise predictions are made.
A finite-difference procedure was developed, on the basis of the conservation form of the unsteady three-dimensional Euler equations, for the prediction of rotor blade-vortex interactions (BVIs). Numerical solution procedures were obtained for the analysis of the model parallel BVIs and the more realistic helicopter self-generated-rotor BVIs. It was found that, for self-generated subcritical interactions, the accuracy of the predicted leading edge pressures relied heavily on the user-specified vortex core radius and on the CAMRAD-code-predicted geometry of the interaction vortex elements and their relative orientation with respect to the blade. It was also found that the free-wake model used in CAMRAD to predict the tip vortex trajectory for use in the Euler solution yields lower streamwise and higher axial wake convective velocities than those inferred from the experimental data.
The fluctuating pressure near an M = 0.5 elliptic jet was examined. Layered structures of the pressure field were found. Just outside of the jet edge, the pressure is mainly produced by the passing vortices. A short distance away from this layer, the pressure fluctuations originating from the end of the potential core become dominant and are the source of the far field noise.
Carbonaceous and silicate grains swept up, and betatron accelerated, by supernova-generated shock waves in the interstellar medium are exposed to grain destructive processing. The degree of grain destruction is determined by the differential gas-grain and grain-grain velocities, which lead to sputtering of the grain surface and grain core disruption (deformation, vaporization and shattering), respectively. The threshold pressure for grain shattering in grain-grain collisions (100 k bar) is considerably lower than that for vaporization (approximately 5 M bar). Therefore, collisions between grains shatter large grains into smaller fragments (i.e., small grains and PAH's). Using a new algorithms for the destructive processes, it was possible to model the formation fo small grain fragments in grain-grain collisions in the warm phase of the interstellar medium. It was found that in one cycle through the warm medium (approximately 3 x 10(sup 6) years) of order 1-2% of the total grain mass is shattered into particles with radii of less than 50 A.
Conventional sandwich structure fabrication methods are labor intensive and high in cost. A low cost method is needed to produce lightweight sandwich structures. Sundstrand has developed a series of in situ composite fabrication methods in which the raw materials (skin and core materials) are placed in a closed mold, and the component is produced in one heating cycle. Internal pressure is generated by chemical agents during the thermal cycles, which consolidates the skins and produces the foam core. The finished part is a net-shape composite sandwich structure with skins and a foamed core. The in situ process reduces cost by eliminating several secondary operations that are used in conventional fabrication methods. Further, a strong molecular bond is produced between the core and skin, which eliminates adhesive bonding and prevents a weak bond section in the sandwich structure. In this investigation, we evaluated the feasibility of the in situ process using thermoset materials currently under consideration for commercial airplane fuselage applications, such as keel sections. The materials used were Hercules 855340 toughened epoxy resin in both liquid and powder forms, and 3M Scotchply PR500 resin, manufactured by 3M Corporation, in powder form. We successfully foamed these resins and produced experimental panels with AS-4/855340 Hercules prepreg skins. Chopped fibers were added to the core to increase performance of the foam. Mechanical property testing on these panels showed properties competitive with other foams. Additional experiments are required to optimize the in situ foam core sandwiches for specific properties and applications.
We consider the origin and intital growth of the disks that form around protostars during the collapse of rotating molecular cloud cores. These disks are assumed to be inviscid and pressure free, and to have masses small compared to those of their central stars. We find that there exist three distinct components-an outer disk, in which shocked gas moves with comparable azimuthal and radical velocities; and inner disk, where material follows nearly circular orbits, but spirals slowly toward the star because of the drag exerted by adjacent onfalling matter, and a turbulent ring adjoining the first two regions. Early in the evolution, i.e., soon after infalling matter begins to miss the star, only the outer disk is present, and the total mass acceration rate onto the protostar is undiminished. Once the outer disk boundary grows to more than 2.9 times the stellar radius, first the ring, and then the inner disk appear. Thereafter, the radii of all three components expand as t(exp 3). The mass of the ring increase with time and is always 13% of the total mass that has fallen from the cloud. Concurrently with the buildup of the inner disk and ring, the accretion rate onto the star falls off. However, the protostellar mass continue to rise, asymptotically as t(exp 1/4). We calculated the radiated flux from the inner and outer disk components due to the release of gravitational potential energy. The flux from the inner disk is dominant and rises steeply toward the stellar surface. We also determine the surface temperature of the inner disk as a function of radius. The total disk luminosity decreases slowly with time, while the contributions from the ring and inner disk both fall as t(exp -2).
A generalized study of base flow phenomena has been conducted with four 500-pound-thrust JP-4 fuel-liquid-oxygen rocket motors installed in the base of a 12-inch-diameter cylindrical model. Data were obtained over a Mach number and nozzle pressure ratio range of 2.0 to 3.5 and 340 to 600, respectively. Base heat flux, gas temperature, and pressure were highest in the center of the cluster core and decreased in a radial direction. Although a maximum heat flux of 93 Btu per square foot per second was measured within the cluster core, peripheral heat fluxes were low, averaging about 5 Btu per square foot per second for all configurations. Generally base heat flux was found to be independent of Mach number over the range investigated. Base heat flux within the cluster core was decreased by increasing motor spacing, motor extension, a combination of increasing nozzle area ratio and decreasing exit angle and gimbaling the two side engines. Small amounts of nitrogen injected within the cluster core sharply reduced core heat flux.
A noninvasive optical method is used to make time-averaged (30 sec) off-body measurements in a supersonic airflow. Seeding of tracer particles is not required. One spatial component of velocity, static pressure, and static temperature are measured with stimulated Raman scattering. The three flow parameters are determined simultaneously from a common sample volume (0.3 by 0.3 by 15 mm) using concurrent measurements of the forward and backward scattered line shapes of a N2 vibrational Raman transition. The capability of this technique is illustrated with laboratory and large-scale wind tunnel testing that demonstrate 5-10% measurement uncertainties. Because the spatial resolution of the present work was improved to 1.5 cm (compared to 20 cm in previous work), it was possible to demonstrate a modest one-dimensional profiling of cross-flow velocity, pressure, and translational temperature through the low-density core of a stream-wise vortex (delta-wing model at Mach 2.8 in NASA Langley's Unitary Plan Wind Tunnel).
Petrologic investigation of the shergottites has been hampered by the fact that most of these meteorites are partial cumulates. Two lines of inquiry have been used to evaluate the compositions of parental liquids: (i) perform melting experiments at different pressures and temperatures until the compositions of cumulate crystal cores are reproduced [e.g., 1]; and (ii) use point-counting techniques to reconstruct the compositions of intercumulus liquids [e.g., 2]. The second of these methods is hampered by the approximate nature of the technique. In effect, element maps are used to construct mineral modes; and average mineral compositions are then converted into bulk compositions. This method works well when the mineral phases are homogeneous [3]. However, when minerals are zoned, with narrow rims contributing disproportionately to the mineral volume, this method becomes problematic. Decisions need to be made about the average composition of the various zones within crystals. And, further, the proportions of those zones also need to be defined. We have developed a new microprobe technique to see whether the point-count method of determining intercumulus liquid composition is realistic. In our technique, the approximating decisions of earlier methods are unnecessary because each pixel of our x-ray maps is turned into a complete eleven-element quantitative analysis. The success or failure of our technique can then be determined by experimentation. As discussed earlier, experiments on our point-count composition can then be used to see whether experimental liquidus phases successfully reproduce natural mineral compositions. Regardless of our ultimate outcome in retrieving shergottite parent liquids, we believe our pixel-bypixel analysis technique represents a giant step forward in documenting thin-section modes and compositions. For a third time, we have analyzed the groundmass composition of EET 79001, 68 [Eg]. The first estimate of Eg was made by [4] and later modified by [5], to take phase diagram considerations into account. The Eg composition of [4] was too olivine normative to be the true Eg composition, because the ,68 groundmass contains no forsteritic olivine. A later mapping by [2] basically reconfirmed the modifications of [5]. However, even the modified composition of [5] has olivine on the liquidus for ~50 C before low-Ca pyroxene appears [6].
There are numerous conceptual design stage rotorcraft analysis tasks which demand a high-fidelity and low cost method for rotor load distribution predictions. Considering Urban Air Mobility (UAM) vehicles aim to operate in close proximity to buildings and with unique rotor configurations, there is a significant challenge in quickly and accurately modeling rotors operating in complex, turbulent flow fields. One potential path for deriving a high-fidelity, low cost rotor model is with data-driven surrogate modeling. In this study, an initial investigation is taken to apply a proper orthogonal decomposition (POD) based reduced order model (ROM) for the purpose of pressure distribution prediction. In this study, a POD ROM was derived to produce distributed pressure predictions on rotor blades subjected to topology change due to variation in twist and taper ratio. Rotor twist was varied between 0◦, 10◦, 20◦, and 30◦ while taper ratio was varied between 1.0, 0.9, 0.8, and 0.7. All rotors consisted of a single blade. The POD ROM was validated for three demonstration cases; a high thrust rotor in hover, a low thrust rotor in hover, and a rotor in forward flight with a flight speed of M = 0.1. Results showed highly accurate distributed load predictions could be achieved at minimal computational cost. Computational cost for hovering blade surface pressure modeling was reduced from 12 hours on 440 cores to 10−5 seconds on a single core. For blade in forward flight cost was reduced from 20 hours on 440 cores to 0.6 seconds on a single core. For cases of high thrust and low thrust rotors, POD ROM was used to undergo a design optimization of the rotor such that figure of merit was maximized. Total optimization time for each case was 1 minute.