Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Power Flow Control”

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.

At least 793 records · Page 44
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Dynamic measurement of total temperature, pressure and velocity in the Langley 0.3-meter transonic cryogenic tunnel

There is theoretical and experimental evidence which indicates that a sudden or step change in the rate at which the liquid nitrogen is injected into the circuit of a cryogenic wind tunnel can cause a temperature front in the flow for several tunnel circuit times. A temperature front, which occurs at intervals equal to the circuit time, is a sudden increase or decrease in the temperature of the flow followed by a nearly constant temperature. Since these fronts can have an effect on the control of the tunnel as well as the time required to establish steady flow conditions in the test section of cryogenic wind tunnel, tests were conducted in the settling chamber in the Langley 0.3-meter Transonic Cryogenic Tunnel (0.3-m TCT) in which high response instrumentation was used to measure the possible existence of these temperature fronts. Three different techniques were used to suddenly change the rate of liquid nitrogen being injected into the tunnel and the results from these three types of tests showed that temperature fronts do not appear to be present in the 0.3-m TCT. Also included are the velocity and pressure fluctuations measured in the settling chamber downstream of the screens and the associated power spectra.

Johnson, C. B.↗
NASA NTRS2017

A Comparison of System Architectures for a Mechanically Pumped Two-Phase Thermal Control System

The NASA Jet Propulsion Laboratory is developing a mechanically pumped two-phase fluid loop thermal control system to enable novel mission designs and greater science return. Pumped two-phase fluid loops have the potential to provide robust and effective thermal control that combine the best aspects of passive two-phase systems (heat pipes) and mechanically pumped single-phase fluid loops. The current program requirements include the development of a system with multiple 1 sq.m evaporators, each of which is capable of remaining spatially and temporally isothermal while accommodating heat loads of up to 500 W and local fluxes of up to 5 W/sq.cm. The goal is to attain this using less than 5 W of power. Such a system would be able to accommodate the next generation of payload and bus electronics while using minimal resources. This paper compares two different mechanically pumped two-phase fluid loop architectures in the context of these requirements. A mixed flow and separated flow architecture are compared on a theoretical and experimental basis. Test data from sub-scale, single evaporator/single condenser, mixed flow and separated flow testbeds are presented. In addition, a model is introduced to better understand separated flow systems and some expressions for the theoretical performance limits of such systems are developed. To date, the investigation suggests that a separated flow architecture is better suited to the program requirements. Separated flow systems have the potential to accommodate an isothermalizing two-phase evaporator while using lower levels of power than would be required for a mixed flow system. In addition, it is argued that separated flow systems are more robust and amenable to analysis than mixed flow systems, since they significantly reduce the occurrence of two-phase flow by separating phases in the evaporator. Future work will include developing a full-scale testbed that includes multiple evaporators and condensers in a representative flight configuration.

Furst, Benjamin↗
NASA NTRS1994

Experimental investigations of on-demand vortex generators

Conventional vortex generators as found on many civil aircrafts are mainly for off-design conditions - e.g. suppression of separation or loss of aileron power when the Mach number accidentally rises above the design (cruise) value. In normal conditions they perform no useful function and exert a significant drag penalty. Recently there have been advances in new designs for passive vortex generators and boundary layer control. While traditionally the generators heights were of the order of the boundary layer thickness (delta), recent advances have been made where generators of the order of delta/4 have been shown to be effective. The advancement of MIcro-Electro-Mechanical (MEM) devices has prompted several efforts in exploring the possibility of using such devices in turbulence control. These new devices offer the possibility of boundary layer manipulation through the production of vortices, momentum jets, or other features in the flow. However, the energy output of each device is low in general, but they can be used in large numbers. Therefore, the possibility of moving from passive vortex generators to active (on-demand) devices becomes of interest. Replacement of fixed rectangular or delta-wing generators by devices that could be activated when needed would produce substantial economies. Our proposed application is not strictly 'active' control: the vortex generators would simply be switched on, all together, when needed (e.g. when the aircraft Mach number exceeded a certain limit). To this extent our scheme is simpler; however, to promote mixing and suppress separation we desire to deposit longitudinal vortices into the outer layer of the boundary layer as in conventional vortex generators. This requires a larger device although an alternative might be an array of smaller devices, for example, a longitudinal row with phase differences in the modulation signals so that the periodic vortices join up. The vortex pair with common flow up has the advantage that it will naturally drift away from the surface, but the disadvantage is that the net vorticity is zero so that the pair is eventually obliterated by turbulent mixing, rather than simply being diffused as in the case of a single vortex. It should be possible to devise alternative shapes of cavity wall so that the jet emerges obliquely and produces net longitudinal vorticity.

Saddoughi, Seyed G.↗
NASA NTRS1996

Diminished forearm vasomotor response to central hypervolemic loading in aerobically fit individuals

The aim of this study was to test the hypothesis that cardiopulmonary baroreflex control of forearm vascular resistance (FVR) during central hypervolemic loading was less sensitive in exercise trained high fit individuals (HF) compared to untrained average fit individuals (AF). Eight AF (age: 24 +/- 1 yr and weight: 78.9 +/- 1.7 kg) and eight HF (22 +/- 1 yr 79.5 +/- 2.4 kg) voluntarily participated in the investigation. Maximal aerobic power (determined on a treadmill), plasma volume and blood volume (Evans blue dilution method) were significantly greater in the HF than AF (60.8 +/- 0.7 vs. 41.2 +/- 1.9 ml.kg-1.min-1, 3.96 +/- 0.17 vs 3.36 +/- 0.08 1, and 6.33 +/- 0.23 vs 5.28 +/- 0.13 1). Baseline heart rate (HR), central venous pressure (CVP), mean arterial pressure (MAP, measured by an intraradial catheter or a Finapres finger cuff), forearm blood flow (FBF, plethysmography), and FVR, calculated from the ratio (MAP-CVP)/FBF, were not different between the HF and the AF. Lower body negative pressure (LBNP, -5, -10, -15, and -20 torr) and passive leg elevation (LE, 50 cm) combined with lower body positive pressure (LBPP, +5, +10, and +20 torr) were utilized to elicit central hypovolemia and hypervolemia, respectively. Range of CVP (from LBNP to LE+LBPP) was similar in the AF (from -3.9 to +1.9 mm Hg) and HF (from -4.0 to +2.2 mm Hg). However, FVR/CVP was significantly less in the HF (-1.8 +/- 0.1 unit.mm Hg-1) than AF (-34 +/- 0.1 unit.mm Hg-1). The FVR decrease in response to increase in CVP was significantly diminished in the HF (-1.46 +/- 0.45 unit.mm Hg-1) compared to the AF (-4.40 +/- 0.97 unit.mm Hg-1), and during LBNP induced unloading the FVR/CVP of the HF (-2.01 +/- 0.49 unit.mm Hg-1) was less (P < 0.08) than the AF (-3.28 +/- 0.69 unit.mm Hg-1). We concluded that the cardiopulmonary baroreceptor mediated FVR reflex response was significantly less sensitive to changes in CVP in individuals who practice exercise training.

NASA Discipline Number 93-10↗
NASA NTRS1973

A new technique for inducing a turbulent boundary layer in a supersonic flow

The feasibility of using slot injection to establish a turbulent boundary layer corresponding to a known Reynolds number is experimentally investigated. The basic concept consists of injecting secondary air through a slot. The air is injected at the same local static pressure and at a selected stagnation temperature to simulate a given upstream condition. The mass of the injected air can be controlled to match a desired Reynolds number. In the present experiment, secondary air was injected through a supersonic nozzle over a flat plate model. Heat transfer rates were measured at about 50 to 100 slot heights behind the slot, and the results were compared with theoretical estimates. Static pressure measurements were made over the surface in the streamwise direction. Velocity and Mach number profiles were obtained at a selected position downstream of the slot. Laminar and turbulent profiles were calculated from the Crocco method and the 1/7 power law respectively to compare with the results of measurements.

Miyazawa, M.↗
NASA NTRS2004

Jet Engine Noise Generation, Prediction and Control

Aircraft noise has been a problem near airports for many years. It is a quality of life issue that impacts millions of people around the world. Solving this problem has been the principal goal of noise reduction research that began when commercial jet travel became a reality. While progress has been made in reducing both airframe and engine noise, historically, most of the aircraft noise reduction efforts have concentrated on the engines. This was most evident during the 1950 s and 1960 s when turbojet engines were in wide use. This type of engine produces high velocity hot exhaust jets during takeoff generating a great deal of noise. While there are fewer commercial aircraft flying today with turbojet engines, supersonic aircraft including high performance military aircraft use engines with similar exhaust flow characteristics. The Pratt & Whitney F100-PW-229, pictured in Figure la, is an example of an engine that powers the F-15 and F-16 fighter jets. The turbofan engine was developed for subsonic transports, which in addition to better fuel efficiency also helped mitigate engine noise by reducing the jet exhaust velocity. These engines were introduced in the late 1960 s and power most of the commercial fleet today. Over the years, the bypass ratio (that is the ratio of the mass flow through the fan bypass duct to the mass flow through the engine core) has increased to values approaching 9 for modern turbofans such as the General Electric s GE-90 engine (Figure lb). The benefits to noise reduction for high bypass ratio (HPBR) engines are derived from lowering the core jet velocity and temperature, and lowering the tip speed and pressure ratio of the fan, both of which are the consequences of the increase in bypass ratio. The HBPR engines are typically very large in diameter and can produce over 100,000 pounds of thrust for the largest engines. A third type of engine flying today is the turbo-shaft which is mainly used to power turboprop aircraft and helicopters. An example of this type of engine is shown in Figure IC, which is a schematic of the Honeywell T55 engine that powers the CH-47 Chinook helicopter. Since the noise from the propellers or helicopter rotors is usually dominant for turbo-shaft engines, less attention has been paid to these engines in so far as community noise considerations are concerned. This chapter will concentrate mostly on turbofan engine noise and will highlight common methods for their noise prediction and reduction.

Huff, Dennis L.↗
NASA NTRS1976

Component test program for variable-cycle engines

Variable cycle engine (VCE) concepts for a supersonic cruise aircraft were studied. These VCE concepts incorporate unique critical components and flow path arrangements that provide good performance at both supersonic and subsonic cruise and appear to be economically and environmentally viable. Certain technologies were identified as critical to the successful development of these engine concepts and require considerable development and testing. The feasibility and readiness of the most critical VCE technologies, was assessed, a VCE component test program was initiated. The variable stream control engine (VSCE) component test program, tested and evaluated an efficient low emission duct burner and a quiet coannular ejector nozzle at the rear of a rematched F100 engine.

Powers, A. G.↗
NASA NTRS1990

Large-scale wind tunnel studies of a jet-engined powered ejector-lift STOVL aircraft

A full-scale model of a supersonic STOVL single engine flighter aircraft employing an ejector to augment lift in hover and in low-speed flight was tested in the 40- by 80-ft and 80- by 120-ft test sections of the National Full-Scale Aerodynamics Complex located at the NASA Ames Research Center. The measured ejector augmentation ratio in hover met the design requirement of 1.6 and continued to provide the lift necessary in forward flight for good transition qualities. The up-and-away aerodynamics (ejector system stowed) were found to be conventional for this class of vehicle. The pitch control provided by the full-span blown flaps is sufficient to control the large pitching moments generated by ventral exhaust nozzle vectoring and propulsion induced aerodynamic effects such as the turning of the flow entrained into the ejectors.

Dudley, Michael R.↗
NASA NTRS1973

Rendezvous targeting

Revisions to be included in 'Space Shuttle Guidance, Navigation and Control Design Equations' are reported. Technical changes include: (1) a plane change maneuver was incorporated in the program's logic; (2) in the search for an apsidal crossing, program checks were included to update through intervals of pi in the case of near circular orbits or close proximity to an apsidal point; (3) following an astronaut overwrite of a Lambert maneuver, the state vector was updated to establish a new target vector for use in the powered flight routine; and (4) following the computation of each maneuver, the position vector of the primary vehicle was offset - to help compensate for the effects of the finite maneuver - prior to the update of the state vector to the next maneuver point. Input and output variables, detailed flow diagrams a functional flow diagram, and a description of equations are presented.

Tempelman, W. H.↗
NASA NTRS1980

Environmental control and life support system: Analysis of STS-1

The capability of the orbiter environmental control and life support system (ECLSS) to support vehicle cooling requirements in the event of cabin pressure reduction to 9 psia was evaluated, using the Orbiter versions of the shuttle environmental consumbles usage requirement evaluation (SECURE) program, and using heat load input data developed by the spacecraft electrical power simulator (SEPS) program. The SECURE model used in the analysis, the timeline and ECLSS configuration used in formulating the analysis, and the results of the analysis are presented. The conclusion which may be drawn drom these results. is summarized. There are no significant thermal problems with the proposed mission. There are, however, several procedures which could be optimized for better performance: setting the cabin HX air bypass and the interchanger water bypass to the zero flow position is of questionable efficacy; the cabin air pressure monitoring procedure should be re-evaluated; and the degree of equipment power down specified for this analysis and no problems were noted.

Steines, G.↗
NASA NTRS1995

Minimum fuel mode evaluation

The minimum fuel mode of the NASA F-15 research aircraft is designed to minimize fuel flow while maintaining constant net propulsive force (FNP), effectively reducing thrust specific fuel consumption (TSFC), during cruise flight conditions. The test maneuvers were at stabilized flight conditions. The aircraft test engine was allowed to stabilize at the cruise conditions before data collection initiated; data were then recorded with performance seeking control (PSC) not-engaged, then data were recorded with the PSC system engaged. The maneuvers were flown back-to-back to allow for direct comparisons by minimizing the effects of variations in the test day conditions. The minimum fuel mode was evaluated at subsonic and supersonic Mach numbers and focused on three altitudes: 15,000; 30,000; and 45,000 feet. Flight data were collected for part, military, partial, and maximum afterburning power conditions. The TSFC savings at supersonic Mach numbers, ranging from approximately 4% to nearly 10%, are in general much larger than at subsonic Mach numbers because of PSC trims to the afterburner.

Orme, John S.↗
NASA NTRS2014

Toward Automatic Verification of Goal-Oriented Flow Simulations

We demonstrate the power of adaptive mesh refinement with adjoint-based error estimates in verification of simulations governed by the steady Euler equations. The flow equations are discretized using a finite volume scheme on a Cartesian mesh with cut cells at the wall boundaries. The discretization error in selected simulation outputs is estimated using the method of adjoint-weighted residuals. Practical aspects of the implementation are emphasized, particularly in the formulation of the refinement criterion and the mesh adaptation strategy. Following a thorough code verification example, we demonstrate simulation verification of two- and three-dimensional problems. These involve an airfoil performance database, a pressure signature of a body in supersonic flow and a launch abort with strong jet interactions. The results show reliable estimates and automatic control of discretization error in all simulations at an affordable computational cost. Moreover, the approach remains effective even when theoretical assumptions, e.g., steady-state and solution smoothness, are relaxed.

Simulations↗
NASA NTRS2018

Solar Irradiance Variability, Influenced by r Modes

A spectrum of the four-decade solar irradiance record has a prominent cluster of power for periodicities near 1 yr. Correlating irradiance with a bandpass filter showed that periodicity values were not constant, but varied sinusoidally with each cycle lasting 14 ± 1 yr. The large modulation amplitude makes solar frequencies ≥1 yr(exp −1) hard to detect at the solar surface. After removing the modulation, a Lomb–Scargle spectrum exposed two true periodicities: 1.006 and 0.920 yr. They are interpreted as the synodic rotation periods of r modes of lowest angular degree (ℓ = 1). The first propagates in the stable interior and the second in the convective envelope perturbed by its several flow fields. The rotational beat period of the two modes is about 10.9 yr. This is close to the average length of a solar cycle and possibly controls this average. The 1.006 yr periodicity dominates most of the filtered irradiance record but an abrupt change to about 0.8 yr occurs in mid-2010. Also found was evidence for higher-degree r modes (ℓ = 2 to 8) and a curious sawtooth modulation with a recurrence period of 2.6 yr.

Wolff, Charles L.↗
NASA NTRS2010

Design and Testing of an Active Heat Rejection Radiator with Digital Turn-Down Capability

NASA's proposed lunar lander, Altair, will be exposed to vastly different external environment temperatures. The challenges to the active thermal control system (ATCS) are compounded by unfavorable transients in the internal waste heat dissipation profile: the lowest heat load occurs in the coldest environment while peak loads coincide with the warmest environment. The current baseline for this fluid is a 50/50 inhibited propylene glycol/water mixture with a freeze temperature around -35 C. While the overall size of the radiator's heat rejection area is dictated by the worst case hot scenario, a turn-down feature is necessary to tolerate the worst case cold scenario. A radiator with digital turn-down capability is being designed as a robust means to maintain cabin environment and equipment temperatures while minimizing mass and power consumption. It utilizes active valving to isolate and render ineffective any number of parallel flow tubes which span across the ATCS radiator. Several options were assessed in a trade-study to accommodate flow tube isolation and how to deal with the stagnant fluid that would otherwise remain in the tube. Bread-board environmental tests were conducted for options to drain the fluid from a turned-down leg as well an option to allow a leg to freeze/thaw. Each drain option involved a positive displacement gear pump with different methods of providing a pressure head to feed it. Test results showed that a start-up heater used to generate vapor at the tube inlet held the most promise for tube evacuation. Based on these test results and conclusions drawn from the trade-study, a full-scale radiator design is being worked for the Altair mission profile.

Sunada, Eric↗
NASA NTRS2017

Design and Development of the Heat Redistribution System for the Mission to Europa Spacecraft:

This paper details the conceptual design of the Heat Redistribution System (HRS) used for thermal control of the Europa Clipper spacecraft. The solar powered spacecraft will launch in the early 2020s and will study Jupiter’s Icy moon, Europa, where previous investigations have indicated the possibility of a liquid water ocean underneath its ice-encrusted surface. The spacecraft will execute multiple flybys of Europa while relying on the HRS for thermal control of the spacecraft bus. The HRS utilizes a Mechanically Pumped Fluid Loop (MPFL) to reclaim waste heat from an avionics and payload electronics compartment and redistribute it to other parts of the spacecraft, such as the propulsion module structure and the louver-radiator assembly. A “replacement heater block” provides supplemental heat when needed to maintain the spacecraft hardware above its allowable flight temperatures. Additionally, a set of thermal control valves autonomously actuate to reduce the fluid flow through the radiator during cold environment cases. The HRS was used in previous flight projects at JPL such as Mars Science Laboratory, but the uniqueness of the Europa Clipper mission has mandated changes to previous HRS designs; the most significant design drivers and design changes for this iteration of the HRS are discussed.

Bertagne, Christopher↗
NASA NTRS1993

Transition prediction and control in subsonic flow over a hump

The influence of a surface roughness element in the form of a two-dimensional hump on the transition location in a two-dimensional subsonic flow with a free-stream Mach number up to 0.8 is evaluated. Linear stability theory, coupled with the N-factor transition criterion, is used in the evaluation. The mean flow over the hump is calculated by solving the interacting boundary-layer equations; the viscous-inviscid coupling is taken into consideration, and the flow is solved within the separation bubble. The effects of hump height, length, location, and shape; unit Reynolds number; free-stream Mach number, continuous suction level; location of a suction strip; continuous cooling level; and location of a heating strip on the transition location are evaluated. The N-factor criterion predictions agree well with the experimental correlation of Fage; in addition, the N-factor criterion is more general and powerful than experimental correlations. The theoretically predicted effects of the hump's parameters and flow conditions on transition location are consistent and in agreement with both wind-tunnel and flight observations.

Masad, Jamal A.↗
NASA NTRS1974

Numerical and experimental studies of the natural convection within a horizontal cylinder

Numerical solutions are obtained for the quasi-compressible Navier-Stokes equations governing the time-dependent natural convection within a horizontal cylinder. The early flow development and wall heat transfer are obtained after a uniformly cold wall is imposed as a boundary condition on the cylinder. Results are also obtained for a time-varying cold wall as a boundary condition with windward explicit differencing used for the numerical solutions. The viscous truncation error associated with this scheme is controlled so that first-order accuracy is maintained in time and space. Experiments within a small-scale instrumented horizontal cylinder revealed the time development of the temperature distribution across the boundary layer as well as the decay of wall heat transfer with time. Agreement between temperature distributions obtained experimentally and numerically was generally good. The time decay of the dimensionless ratio of the Nusselt number to the one-fourth power of the Grashof number is found both numerically and experimentally, and good agreement is obtained between these two results over most of the cylinder wall.

Stewart, R. B.↗
NASA NTRS1987

A static data flow simulation study at Ames Research Center

Demands in computational power, particularly in the area of computational fluid dynamics (CFD), led NASA Ames Research Center to study advanced computer architectures. One architecture being studied is the static data flow architecture based on research done by Jack B. Dennis at MIT. To improve understanding of this architecture, a static data flow simulator, written in Pascal, has been implemented for use on a Cray X-MP/48. A matrix multiply and a two-dimensional fast Fourier transform (FFT), two algorithms used in CFD work at Ames, have been run on the simulator. Execution times can vary by a factor of more than 2 depending on the partitioning method used to assign instructions to processing elements. Service time for matching tokens has proved to be a major bottleneck. Loop control and array address calculation overhead can double the execution time. The best sustained MFLOPS rates were less than 50% of the maximum capability of the machine.

Barszcz, Eric↗