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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.

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At least 73 records · Page 4

All sources NASA NTRS DOE OSTI

NASA NTRS1987

Cruise noise of the 2/9th scale model of the Large-scale Advanced Propfan (LAP) propeller, SR-7A

Noise data on the Large-scale Advanced Propfan (LAP) propeller model SR-7A were taken in the NASA Lewis Research Center 8 x 6 foot Wind Tunnel. The maximum blade passing tone noise first rises with increasing helical tip Mach number to a peak level, then remains the same or decreases from its peak level when going to higher helical tip Mach numbers. This trend was observed for operation at both constant advance ratio and approximately equal thrust. This noise reduction or, leveling out at high helical tip Mach numbers, points to the use of higher propeller tip speeds as a possible method to limit airplane cabin noise while maintaining high flight speed and efficiency. Projections of the tunnel model data are made to the full scale LAP propeller mounted on the test bed aircraft and compared with predictions. The prediction method is found to be somewhat conservative in that it slightly overpredicts the projected model data at the peak.

Dittmar, James H.↗

NASA NTRS1987

Cruise noise of the 2/9 scale model of the Large-scale Advanced Propfan (LAP) propeller, SR-7A

Dittmar, James H.↗

NASA NTRS1985

Preliminary measurement of the noise from the 2/9 scale model of the Large-scale Advanced Propfan (LAP) propeller, SR-7A

Noise data on the Large-scale Advanced Propfan (LAP) propeller model SR-7A were taken into the NASA Lewis 8- by 6-Foot Wind Tunnel. The maximum blade passing tone decreases from the peak level when going to higher helical tip Mach numbers. This noise reduction points to the use of higher propeller speeds as a possible method to reduce airplane cabin noise while maintaining high flight speed and efficiency. Comparison of the SR-7A blade passing noise with the noise of the similarly designed SR-3 propeller shows good agreement as expected. The SR-7A propeller is slightly noisier than the SR-3 model in the plane of rotation at the cruise condition. Projections of the tunnel model data are made to the full-scale LAP propeller mounted on the test bed aircraft and compared with design predictions. The prediction method is conservative in the sense that it overpredicts the projected model data.

Dittmar, J. H.↗

DOE OSTI2023

Understanding Precipitation Bias Sensitivities in E3SM-Multi-Scale Modeling Framework From a Dilution Framework

We investigate a set of Energy Exascale Earth System Model Multi-scale modeling framework (MMF) (E3SM-MMF) simulations that vary the dimensionality and momentum transport configurations of the embedded cloud-resolving models (CRMs), including unusually ambitious 3D configurations. Issues endemic to all MMF simulations include too much Intertropical Convergence Zone rainfall and too little over the Amazon. Systematic MMF improvements include more on-equatorial rainfall across the Warm Pool. Interesting sensitivities to the CRM domain are found in the regional time-mean precipitation pattern over the tropics. The 2D E3SM-MMF produces an unrealistically rainy region over the northwestern tropical Pacific; this is reduced in computationally ambitious 3D configurations that use 1,024 embedded CRM grid columns per host cell. Trajectory analysis indicates that these regional improvements are associated with desirably fewer tropical cyclones and less extreme precipitation rates. To understand why and how the representation of precipitation improved in 3D, we propose a framework that dilution is stronger in 3D. This viewpoint is supported by multiple indirect lines of evidence, including a delayed moisture-precipitation pickup, smaller precipitation efficiency, and amplified convective mass flux profiles and more high clouds. We also demonstrate that the effects of varying embedded CRM dimensionality and momentum transport on precipitation can be identified during the first few simulated days, providing an opportunity for rapid model tuning without high computational cost. Meanwhile the results imply that other less computationally intensive ways to enhance dilution within MMF CRMs may also be strategic tuning targets.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS1997

Scale Model Icing Research Tunnel

NASA Lewis Research Center's Icing Research Tunnel (IRT) is the world's largest refrigerated wind tunnel and one of only three icing wind tunnel facilities in the United States. The IRT was constructed in the 1940's and has been operated continually since it was built. In this facility, natural icing conditions are duplicated to test the effects of inflight icing on actual aircraft components as well as on models of airplanes and helicopters. IRT tests have been used successfully to reduce flight test hours for the certification of ice-detection instrumentation and ice protection systems. To ensure that the IRT will remain the world's premier icing facility well into the next century, Lewis is making some renovations and is planning others. These improvements include modernizing the control room, replacing the fan blades with new ones to increase the test section maximum velocity to 430 mph, installing new spray bars to increase the size and uniformity of the artificial icing cloud, and replacing the facility heat exchanger. Most of the improvements will have a first-order effect on the IRT's airflow quality. To help us understand these effects and evaluate potential improvements to the flow characteristics of the IRT, we built a modular 1/10th-scale aerodynamic model of the facility. This closed-loop scale-model pilot tunnel was fabricated onsite in the various shops of Lewis' Fabrication Support Division. The tunnel's rectangular sections are composed of acrylic walls supported by an aluminum angle framework. Its turning vanes are made of tubing machined to the contour of the IRT turning vanes. The fan leg of the tunnel, which transitions from rectangular to circular and back to rectangular cross sections, is fabricated of fiberglass sections. The contraction section of the tunnel is constructed from sheet aluminum. A 12-bladed aluminum fan is coupled to a turbine powered by high-pressure air capable of driving the maximum test section velocity to 550 ft/sec (Mach 0.45). The air turbine and instrumentation are housed inside a fiberglass nacelle. Total and static pressure measurements can be taken around the loop, and velocity and flow angularity measurements can be taken with hot-wire and five-hole probes at specific locations. The Scale Model Icing Research Tunnel (SMIRT) is undergoing checkout tests to determine how its airflow characteristics compare with the IRT. Near-term uses for this scale-model tunnel include determining the aerodynamic effects of replacing the 52-yearold W-shaped heat exchanger with a flat-faced heat exchanger. SMIRT is an integral part of the improvements planned for the IRT because testing the proposed IRT improvements in a scale-model tunnel will lower costs and improve productivity.

Canacci, Victor A.↗

NASA NTRS1987

Considerations in the design and development of a space station scale model

Preliminary work at Langley Research Center (LaRC) related to the design, analysis and testing of a space station scale model is reviewed. Included are some rationale for focusing the scale model program on space station and the utilization of the model to achieve the program objectives. In addition, some considerations involved in designing a dynamics scale model, such as ground test facilities, sub-scale component fabrication and model replication vs. simulation are presented. Finally, some related research areas currently ongoing at LaRC in support of scale model development are discussed.

Mcgowan, Paul E.↗

NASA NTRS2015

Characterization of the Scale Model Acoustic Test Overpressure Environment using Computational Fluid Dynamics

The Scale Model Acoustic Test (SMAT) is a 5% scale test of the Space Launch System (SLS), which is currently being designed at Marshall Space Flight Center (MSFC). The purpose of this test is to characterize and understand a variety of acoustic phenomena that occur during the early portions of lift off, one being the overpressure environment that develops shortly after booster ignition. The pressure waves that propagate from the mobile launcher (ML) exhaust hole are defined as the ignition overpressure (IOP), while the portion of the pressure waves that exit the duct or trench are the duct overpressure (DOP). Distinguishing the IOP and DOP in scale model test data has been difficult in past experiences and in early SMAT results, due to the effects of scaling the geometry. The speed of sound of the air and combustion gas constituents is not scaled, and therefore the SMAT pressure waves propagate at approximately the same speed as occurs in full scale. However, the SMAT geometry is twenty times smaller, allowing the pressure waves to move down the exhaust hole, through the trench and duct, and impact the vehicle model much faster than occurs at full scale. The DOP waves impact portions of the vehicle at the same time as the IOP waves, making it difficult to distinguish the different waves and fully understand the data. To better understand the SMAT data, a computational fluid dynamics (CFD) analysis was performed with a fictitious geometry that isolates the IOP and DOP. The upper and lower portions of the domain were segregated to accomplish the isolation in such a way that the flow physics were not significantly altered. The Loci/CHEM CFD software program was used to perform this analysis.

Nielsen, Tanner↗

NASA NTRS1972

A thermal scale modeling study for Apollo and Apollo applications, volume 1

The program is reported for developing and demonstrating the capabilities of thermal scale modeling as a thermal design and verification tool for Apollo and Apollo Applications Projects. The work performed for thermal scale modeling of STB; cabin atmosphere/spacecraft cabin wall thermal interface; closed loop heat rejection radiator; and docked module/spacecraft thermal interface are discussed along with the test facility requirements for thermal scale model testing of AAP spacecraft. It is concluded that thermal scale modeling can be used as an effective thermal design and verification tool to provide data early in a spacecraft development program.

Shannon, R. L.↗

DOE OSTI2024

Bridging molecular-scale interfacial science with continuum-scale models

Solid–water interfaces are crucial for clean water, conventional and renewable energy, and effective nuclear waste management. However, reflecting the complexity of reactive interfaces in continuum-scale models is a challenge, leading to oversimplified representations that often fail to predict real-world behavior. This is because these models use fixed parameters derived by averaging across a wide physicochemical range observed at the molecular scale. Recent studies have revealed the stochastic nature of molecular-level surface sites that define a variety of reaction mechanisms, rates, and products even across a single surface. To bridge the molecular knowledge and predictive continuum-scale models, we propose to represent surface properties with probability distributions rather than with discrete constant values derived by averaging across a heterogeneous surface. This conceptual shift in continuum-scale modeling requires exponentially rising computational power. By incorporating our molecular-scale understanding of solid–water interfaces into continuum-scale models we can pave the way for next generation critical technologies and novel environmental solutions.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2022

A three-dimensional pore-scale model for redox flow battery electrode design analysis

A three-dimensional (3-D) pore-scale model has been developed to construct multiscale fibrous electrodes for redox flow batteries (RFB). New designs, such as biporous electrodes modify electrode structures by creating secondary pores on single carbon fiber to reduce internal battery resistance. Existing pore-scale models only resolve electrodes to the single carbon fiber scale and cannot incorporate recent multiscale electrode designs into numerical models. Our new model aims to bridge this gap and provide a tool to rapidly screen new electrode configurations. Two multiscale electrodes, laser-perforated and biporous electrodes, were investigated at varying operation conditions with the proposed 3-D pore-scale models. The laser-perforated electrode exhibits a reduced pressure drop, but follows the same permeability correlation compared to the corresponding pristine electrode. For the biporous electrode, the added specific surface area and faster reaction kinetics from the secondary pores are the most influential factors leading to improved battery efficiency. However, operating the biporous electrode in limiting current density conditions should be avoided due to the decreased mass transfer efficiency and a more significant voltage loss. Finally, we believe that our 3-D pore-scale model can accelerate the flow battery electrode design process and provide new insights into electrode geometry optimizations.

25 ENERGY STORAGE↗

NASA NTRS1994

Conceptual design and analysis of a dynamic scale model of the Space Station Freedom

This report documents the conceptual design study performed to evaluate design options for a subscale dynamic test model which could be used to investigate the expected on-orbit structural dynamic characteristics of the Space Station Freedom early build configurations. The baseline option was a 'near-replica' model of the SSF SC-7 pre-integrated truss configuration. The approach used to develop conceptual design options involved three sets of studies: evaluation of the full-scale design and analysis databases, conducting scale factor trade studies, and performing design sensitivity studies. The scale factor trade study was conducted to develop a fundamental understanding of the key scaling parameters that drive design, performance and cost of a SSF dynamic scale model. Four scale model options were estimated: 1/4, 1/5, 1/7, and 1/10 scale. Prototype hardware was fabricated to assess producibility issues. Based on the results of the study, a 1/4-scale size is recommended based on the increased model fidelity associated with a larger scale factor. A design sensitivity study was performed to identify critical hardware component properties that drive dynamic performance. A total of 118 component properties were identified which require high-fidelity replication. Lower fidelity dynamic similarity scaling can be used for non-critical components.

Davis, D. A.↗

NASA NTRS1996

A priori testing of subgrid-scale models for the velocity-pressure and vorticity-velocity formulations

Subgrid-scale models for Large Eddy Simulation (LES) in both the velocity-pressure and the vorticity-velocity formulations were evaluated and compared in a priori tests using spectral Direct Numerical Simulation (DNS) databases of isotropic turbulence: 128(exp 3) DNS of forced turbulence (Re(sub(lambda))=95.8) filtered, using the sharp cutoff filter, to both 32(exp 3) and 16(exp 3) synthetic LES fields; 512(exp 3) DNS of decaying turbulence (Re(sub(Lambda))=63.5) filtered to both 64(exp 3) and 32(exp 3) LES fields. Gaussian and top-hat filters were also used with the 128(exp 3) database. Different LES models were evaluated for each formulation: eddy-viscosity models, hyper eddy-viscosity models, mixed models, and scale-similarity models. Correlations between exact versus modeled subgrid-scale quantities were measured at three levels: tensor (traceless), vector (solenoidal 'force'), and scalar (dissipation) levels, and for both cases of uniform and variable coefficient(s). Different choices for the 1/T scaling appearing in the eddy-viscosity were also evaluated. It was found that the models for the vorticity-velocity formulation produce higher correlations with the filtered DNS data than their counterpart in the velocity-pressure formulation. It was also found that the hyper eddy-viscosity model performs better than the eddy viscosity model, in both formulations.

Winckelmans, G. S.↗

NASA NTRS1969

Evaluation of a technique for determining airplane aileron effectiveness and roll rate by using an aeroelastically scaled model

Wind tunnel studies of scaled model of multijet cargo airplane

Abel, I.↗

NASA NTRS1993

Cruise noise measurements of a scale model advanced ducted propulsor

A scale model Advanced Ducted Propulsor (ADP) was tested in NASA Lewis Research Center's 8- by 6-Foot Wind Tunnel to obtain acoustic data at cruise conditions. The model, designed and manufactured by Pratt & Whitney Division of United Technologies, was tested with three inlet lengths. The model has 16 rotor blades and 22 stator vanes, which results in a cut-on condition with respect to rotor-stator interaction noise. Comparisons of the noise directivity of the ADP with that of a previously tested high-speed, unducted propeller showed that the ADP peak blade passing tone was about 30 dB below that of the propeller, and therefore, should not present a cabin or enroute noise problem. The maximum blade passing tone first increased with increasing helical tip Mach number, peaked, and then decreased at a higher Mach number. The ADP tests with the shortest inlet showed more noise in the inlet arc than did tests with either of the other two inlet lengths.

Dittmar, James H.↗

NASA NTRS1990

Aerodynamic performance of a scale-model, counterrotating unducted fan

The aerodynamic performance of a scale model, counter-rotating unducted fan has been determined and the results are discussed. Experimental investigations were conducted using the scale model propulsor simulator and uniquely shaped fan blades. The blades, designed for a high disk loading at Mach 0.72 at 35,000 feet altitude maximum climb condition are aft-mounted on the simulator in a pusher configuration. Data are compared with analytical predictions at the design point and show good agreement.

Sullivan, T. J.↗

NASA NTRS2012

Verification of Ares I Liftoff Acoustic Environments via the Ares I Scale Model Acoustic Test

The Ares I Scale Model Acoustic Test (ASMAT) program was implemented to verify the predicted Ares I liftoff acoustic environments and to determine the acoustic reduction gained by using an above deck water sound suppression system. The test article included a 5% scale Ares I vehicle model and Mobile Launcher with tower. Acoustic and pressure data were measured by over 200 instruments. The ASMAT results are compared to Ares I-X flight data.

Counter, Douglas↗

NASA NTRSDate not supplied

Jet Noise Flyover and Scale Model Tests

Renewed interest in commercial supersonic flight has rekindled the need for accurate jet-noise predictions as this source is believed to dominate at aircraft takeoff conditions. The current study compares scale-model data acquired in the NASA Aero-Acoustic Propulsion Laboratory with data obtained using a well-instrumented Learjet 25 in a flyover test completed in September 2022. The flight test included 73 flyovers with engine conditions ranging from 1.5 to 2.0 engine pressure ratios and flight Mach numbers between 0.24 and 0.27. Acoustic data were acquired with an 800-ft linear ground plate microphone array. Wind speed data were acquired up to 1000-ft altitude with a ground-based LiDAR system. Layered ambient temperature, pressure, and humidity were acquired with a weather drone. A 6% increase in the physical scale factor for the scale-model data was found to reasonably align the peak frequencies of the scale-model and flight data and resulted in peak levels for the scale model being roughly 0.7 dB above those for the flight data at NPR = 1.56 and roughly 1 dB below those for the flight data at NPR = 1.91 in the peak jet-noise direction. Comparisons with the SAE ARP876 model were poor especially at emission angles greater than, or equal to, 110° and at high frequencies.

jet noise, supersonic transport↗

NASA NTRSDate not supplied

Jet Noise Flyover and Scale Model Tests

Renewed interest in commercial supersonic flight has rekindled the need for accurate jet-noise predictions as this source is believed to dominate at aircraft takeoff conditions. The current study compares scale-model data acquired in the NASA Aero-Acoustic Propulsion Laboratory with data obtained using a well-instrumented Learjet 25D in a flyover test completed in September 2022. The flight test included 73 flyovers with engine conditions ranging from 1.5 to 2.0 engine pressure ratios and flight Mach numbers between 0.24 and 0.27. Acoustic data were acquired with an 800-ft linear ground plate microphone array. Wind speed data were acquired up to 1000-sft altitude with a ground-based LiDAR system. Layered ambient temperature, pressure, and humidity were acquired with a weather drone. A 6% increase in the physical scale factor for the scale-model data was found to reasonably align the peak frequencies of the scale-model and flight data and resulted in peak levels for the scale model being roughly 0.7 dB above those for the flight data at NPR = 1.56 and roughly 1 dB below those for the flight data at NPR = 1.91 in the peak jet-noise direction. Comparisons with the SAE ARP876 model were poor especially at emission angles greater than, or equal to, 110° and at high frequencies.

Acoustics, jet noise, supersonic transport↗