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All sourcesNASA NTRSDOE OSTI
NASA NTRS2003

Computational Evaluation of the Steady and Pulsed Jet Effects on the Performance of a Circulation Control Wing Section

Circulation Control Wing (CCW) technology is a very effective way of achieving very high lift coefficients needed by aircraft during take-off and landing. This technology can also be used to directly control the flow field over the wing. Compared to a conventional high-lift system, a Circulation Control Wing (CCW) can generate the required values of lift coefficient C(sub L,max) during take-off/landing with fewer or no moving parts and much less complexity. Earlier designs of CCW configurations used airfoils with a large radius rounded trailing edge to maximize the lift benefit. However, these designs also produced very high drag. These high drag levels associated with the blunt, large radius trailing edge can be prohibitive under cruise conditions when Circulation Control is no longer necessary. To overcome this difficulty, an advanced CCW section, i.e., a circulation hinged flap was developed to replace the original rounded trailing edge CC airfoil. This concept developed by Englar is shown. The upper surface of the CCW flap is a large-radius arc surface, but the lower surface of the flap is flat. The flap could be deflected from 0 degrees to 90 degrees. When an aircraft takes-off or lands, the flap is deflected as in a conventional high lift system. Then this large radius on the upper surface produces a large jet turning angle, leading to high lift. When the aircraft is in cruise, the flap is retracted and a conventional sharp trailing edge shape results, greatly reducing the drag. This kind of flap does have some moving elements that increase the weight and complexity over an earlier CCW design. But overall, the hinged flap design still maintains most of the Circulation Control high lift advantages, while greatly reducing the drag in cruising condition associated with the rounded trailing edge CCW design. In the present work, an unsteady three-dimensional Navier-Stokes analysis procedure has been developed and applied to this advanced CCW configuration. The solver can be used in both a 2-D and a 3-D mode, and can thus model airfoils as well as finite wings. The jet slot location, slot height, and the flap angle can all be varied easily and individually in the grid generator and the flow solver. Steady jets, pulsed jets, the leading edge and trailing edge blowing can all be studied with this solver.

Liu, Yi↗
NASA NTRS1991

An Explicit Upwind Algorithm for Solving the Parabolized Navier-Stokes Equations

An explicit, upwind algorithm was developed for the direct (noniterative) integration of the 3-D Parabolized Navier-Stokes (PNS) equations in a generalized coordinate system. The new algorithm uses upwind approximations of the numerical fluxes for the pressure and convection terms obtained by combining flux difference splittings (FDS) formed from the solution of an approximate Riemann (RP). The approximate RP is solved using an extension of the method developed by Roe for steady supersonic flow of an ideal gas. Roe's method is extended for use with the 3-D PNS equations expressed in generalized coordinates and to include Vigneron's technique of splitting the streamwise pressure gradient. The difficulty associated with applying Roe's scheme in the subsonic region is overcome. The second-order upwind differencing of the flux derivatives are obtained by adding FDS to either an original forward or backward differencing of the flux derivative. This approach is used to modify an explicit MacCormack differencing scheme into an upwind differencing scheme. The second order upwind flux approximations, applied with flux limiters, provide a method for numerically capturing shocks without the need for additional artificial damping terms which require adjustment by the user. In addition, a cubic equation is derived for determining Vegneron's pressure splitting coefficient using the updated streamwise flux vector. Decoding the streamwise flux vector with the updated value of Vigneron's pressure splitting improves the stability of the scheme. The new algorithm is applied to 2-D and 3-D supersonic and hypersonic laminar flow test cases. Results are presented for the experimental studies of Holden and of Tracy. In addition, a flow field solution is presented for a generic hypersonic aircraft at a Mach number of 24.5 and angle of attack of 1 degree. The computed results compare well to both experimental data and numerical results from other algorithms. Computational times required for the upwind PNS code are approximately equal to an explicit PNS MacCormack's code and existing implicit PNS solvers.

Korte, John J.↗
NASA NTRS1999

Performance and Application of Parallel OVERFLOW Codes on Distributed and Shared Memory Platforms

The presentation discusses recent studies on the performance of the two parallel versions of the aerodynamics CFD code, OVERFLOW_MPI and _MLP. Developed at NASA Ames, the serial version, OVERFLOW, is a multidimensional Navier-Stokes flow solver based on overset (Chimera) grid technology. The code has recently been parallelized in two ways. One is based on the explicit message-passing interface (MPI) across processors and uses the _MPI communication package. This approach is primarily suited for distributed memory systems and workstation clusters. The second, termed the multi-level parallel (MLP) method, is simple and uses shared memory for all communications. The _MLP code is suitable on distributed-shared memory systems. For both methods, the message passing takes place across the processors or processes at the advancement of each time step. This procedure is, in effect, the Chimera boundary conditions update, which is done in an explicit "Jacobi" style. In contrast, the update in the serial code is done in more of the "Gauss-Sidel" fashion. The programming efforts for the _MPI code is more complicated than for the _MLP code; the former requires modification of the outer and some inner shells of the serial code, whereas the latter focuses only on the outer shell of the code. The _MPI version offers a great deal of flexibility in distributing grid zones across a specified number of processors in order to achieve load balancing. The approach is capable of partitioning zones across multiple processors or sending each zone and/or cluster of several zones into a single processor. The message passing across the processors consists of Chimera boundary and/or an overlap of "halo" boundary points for each partitioned zone. The MLP version is a new coarse-grain parallel concept at the zonal and intra-zonal levels. A grouping strategy is used to distribute zones into several groups forming sub-processes which will run in parallel. The total volume of grid points in each group are approximately balanced. A proper number of threads are initially allocated to each group, and in subsequent iterations during the run-time, the number of threads are adjusted to achieve load balancing across the processes. Each process exploits the multitasking directives already established in Overflow.

Djomehri, M. Jahed↗
DOE OSTI2022

Computer Science Research Needs for Parallel Discrete Event Simulation (PDES)

Historically, scientific computing efforts have demonstrated the clear need for, and effective use of, supercomputing with traditional time-stepped simulations. Nevertheless, there are several areas in the mission spaces of the U.S. Department of Energy and other agencies waiting to tap advanced computing research using a different, discrete event style of modeling, simulation, and analysis. These span a wide spectrum of applications including energy grid resilience, urban planning and policy, transportation science, building technologies, emergency response and planning, environmental impact analysis, computational epidemiology, Internet communications, cyber security, and cyber-physical systems, to name only a few. Even within traditional scientific applications, the role of discrete event modes of execution is increasing in the form of new event-based mathematical solvers such as quantized state integration methods and discrete-continuous hybrid system solvers. Co-design of advanced supercomputing hardware systems is another area that exploits discrete event simulation at its core for effective analyses. Complex systems, entity behaviors and interconnections play a significant role in all these applications, which are mapped to large-scale models with discrete event formulations. To make advancements in all the aforementioned scientific areas, many technical aspects need to be more thoroughly studied and deeply understood in parallel discrete event simulation (PDES). The unique dynamics inherent in a discrete event modeling approach, by their very nature, intersect and influence the entire stack of the computing system, including (a) the unique nature of the instruction sets exercised in PDES workloads without a predominance of high-precision floating point operations, (b) virtual time-constrained multi-threaded execution of many logical processes per processor, (c) extremely variable and difficult to predict network traffic characteristics, (d) interfaces and inter-dependencies with machine learning and artificial intelligence codes at higher software layers, and (e) highly challenging load balancing needs, especially in effectively accounting for accelerated/extremely heterogeneous computing in current and future high-performance computing systems. Efficient and accurate parallel execution of PDES workloads is also dominated by challenges in dealing with their asynchronous concurrency fundamentally present at the model level. Conservative synchronization, optimistic/speculative synchronization, and their hybrid schemes open new questions in fundamental computer science with respect to reversibility of computation and prediction (lookahead) of behaviors inherent within model codes. On the implementation front, there are relatively few scalable, general-purpose parallel discrete event simulators in the world, and even fewer have been studied on emerging hardware platforms. To enable scientific advances using PDES, the research needs in computer science must also be pursued and met in the intersection of the algorithmic and hardware-aware aspects of scalable PDES engines. This report is aimed at capturing a computer science-oriented view of this important area of research in PDES, presenting a sample of important applications with their inherent discrete event technology elements. Needs are outlined in core areas of parallel discrete event research as well as cross-cutting directions in computer science research that positively impact scientific advancements across several important application areas. A selection of priority research opportunities in advanced computing for PDES is identified to serve as reference for key research topics and their order of importance for scientific advancements.

97 MATHEMATICS AND COMPUTING↗
NASA NTRSDate not supplied

Magnetohydrodynamics (MHD) Aerocapture System for Enabling Faster-Larger Planetary Science & Human Exploration Missions

Since our completing the NIAC Phase I NIAC on this Advanced Aerocapture System, NASA Langley Research Center has funded or supported a number of studies and code enhancements through its Center Innovation Fund (CIF) and NASA’s NSTGRO and Internship Programs to mature the analysis capabilities and quantify the merits of the MHD Aerocapture System technology. These efforts have resulted in a plug and play analysis capability for assessing MHD aerocapture system performance for arrival at many planetary bodies of interest. Our efforts have especially focused on the potential mass savings for improving the capacity for science observations at Neptune and Triton. A re-cent Forbes article published “‘Orbital mechanics is probably going to decide for us whether we go to Uranus or Neptune because we need to flyby Jupiter,’ said Kunio Sayanagi at Hampton University, Virginia, who also worked on the Neptune Odyssey proposal…. Exactly when a mission can be sent to Uranus, or Neptune, depends on the relative position of Jupiter, which can help give a spacecraft a gravitational slingshot. That drastically shortens the cruise phase.” [1] Since shortening the cruise phase is important for these science missions, any mass savings enabled by the MHD Aerocapture System could be reallocated to increasing Thermal Protection System mass to allow faster arrival speeds and/or for onboarding additional payloads such as science instruments, batteries, or propellant for conducting more science for longer durations in the desired orbits. The analysis steps and codes for conducting trades and sizing vehicles for aerocapture are as follows: Step 1 is to conduct aeroheating analysis using LAURA of the selected entry vehicle shape to identify locations on the forebody where ionization and flow velocity are sufficient for producing Lo-rentz forces. LAURA is a multiblock structured grid finite-volume CFD solver developed at the NASA Langley Research Center. [2] LAURA has been used for aerothermal analysis support of the entry, de-scent and landing (EDL) phase of interplanetary missions over the last three decades [3-7]. Step 2 is to port the LAURA results into CFDWARP to calcu-late electrical and thermal conductivities of ionized flow for sizing MHD patch system and calculating Lorentz forces needed for controls analysis. CFDWARP is a CFD code that uses advanced nu-merical methods that enable the simulation of the full coupling between the aerodynamics, the magne-tohydrodynamics, and the non-neutral plasma sheaths. CFDWARP has the unique capability to simulate efficiently the non-neutral sheaths (near the electrodes) in coupled form with the quasi-neutral bulk MHD flow [8-11]. Step 3 is to link re-sults from LAURA and CFDWARP into POST2 for calculating entry trajectories and comparing MHD control results with other aerodynamic control strategies. The Program to Optimize Simulated Tra-jectories II (POST2) is a generalized point mass, discrete parameter targeting and optimization pro-gram. POST2 provides the capability to target and optimize point mass trajectories for multiple pow-ered or un-powered vehicles near an arbitrary rotat-ing, oblate planet [12]. Step 4: TPS sizing was per-formed using the Fully Implicit Ablation and Ther-mal-response code (FIAT) tool which computes the transient one-dimensional thermal response and surface thermochemistry of a multilayer stackup of thermal protection, bonding, and structural materi-als subject to aeroheating on one surface [13]. The sizing and margining methodology used was based on the approach documented by Mahzari and Milos [14] for the dual-layered heatshield for extreme entry environment technology (DL-HEEET) TPS concept. TPS analysis utilizes trajectory information from POST2. Using this step-wise plug and play MHD Aerocapture performance assessment process, our analysis targets a Neptune aerocapture trajectory that will place the spacecraft in an observation orbit for Triton. [15]. Magnetohydrodynamic (MHD) control of a 4.5-meter diameter MSL-style capsule resulted in TPS mass savings of nearly 2000 kg when using an MHD system mass of under 200 kg. The flight path for a vehicle using the MHD control strategy has a much lower heat rate and heat load compared to the conventional aerodynamic aerocapture strategies known as bank angle con-trolled (BAC) and direct force controlled (DFC). Both BAC and DFC have heat rates significantly greater than 1500 W/cm2 typically used as an upper limit for PICA. Thus, DL-HEEET TPS concept was required for the BAC and DFC control strategies. However, considering the more benign environ-ments for the MHD case, additional TPS concepts with improved mass efficiency were also assessed. PICA was considered for the MHD controlled strat-egy since the maximum heat rate was well within the limits (<1500 W/cm2) of PICA. TPS sizing re-sulted in a significant mass reduction. The PICA layer for this sizing case was about 7.8 cm. As a point of reference, the Mars 2020 mission, which used this same PICA concept, had a PICA thickness of 3.18 cm [16]. The trajectories used for the TPS sizing originat-ed from the POST2 simulations. The current, I, to an electromagnet configuration can be manipulated to allow for active control of the vehicle. Manipula-tion of the current, I, changes the magnetic field, B, which affects the Lorentz force and therefore the MHD drag force on the vehicle. Our analysis in-cluded both open-loop and close-loop control. Closed-loop control will enable improved overall performance when taking into account mission level uncertainties, such as interplanetary delivery errors and atmospheric modeling uncertainties. The open-loop and closed-loop MHD control cases do not dip as deep into the atmosphere as the aerodynamic cases. Three types of aerodynamic-only approach-es are investigated: bank angle modulation (BAM), director force control (DFC), and Drag Modulated. BAM and DFC make use of vehicle aerodynamic angles to steer the vehicle. Thus, changing the aer-odynamic forces acting on the vehicle for control, aerodynamic drag modulated case requires a vary-ing drag area to modulate the drag force. The MHD drag modulated case modulates MHD generated drag force that adds to the aerodynamic drag. This higher atmospheric activation of drag forces by the MHD patch results in significantly less heat flux on the vehicle. The MHD technology will enable shorter cruise times and deceleration of larger payloads for increasing the capacity for science at the Ice Giants or for returning astronauts to Earth from cislunar space or from Mars. The purpose of this presentation is to provide more details about this work and to highlight plans for further research and development including a flight demonstration.

R. W. Moses↗
DOE OSTI2021

Forecasting Dynamic Line Rating with Spatial Variation Considerations

Dynamic line rating (DLR) is a technology that allows the ampacity of an electrical conductor to be calculated using real-time or forecasted weather conditions. Historically, the ampacity of a conductor has been determined using a static line rating method which assumes conservative weather assumptions. Therefore, not only can DLR give a more accurate measurement of the true ampacity of a conductor, but it can also increase its ampacity during weather conditions with greater thermal mitigations. The two primary cooling factors in the ampacity calculations are wind speed and direction. In complex terrain, wind speed and direction can have large variations over short distances. Therefore, accurately identifying the limiting span of a transmission line requires high spatial resolution of the wind along its path. One solution is to install dense weather stations along their path, though this can become costly over long distances. Therefore, researchers have investigated the use of Computation Fluid Dynamic (CFD) simulations to accurately compute the wind field along the path of a transmission line and use these results to identify the limiting section of the conductor. This work presents a case study that evaluates the coupling of CFD simulations and forecasted weather simulations using the High-Resolution Rapid Refresh (HRRR) model points over a 2-year span within a region in south eastern Idaho. The primary goal of the work is the evaluation of the number of HRRR model points used, i.e., weather stations, along the path of the line and the accuracy of the resulting DLR ampacity. This was done using 4, 10, 17, 26, and 35 HRRR model points along two transmission line paths. The results indicate that as the number of model points are increased, the DLR ampacity of the lines decrease, yet converge as more points are added and demonstrate little change with additional HRRR points. It is expected that these results can help transmission line operators identify the number of weather stations that must be installed when coupled with CFD simulations and DLR ampacity to ensure accurate ratings and safe operations.

17 WIND ENERGY↗
DOE OSTI2021

Forecasting Dynamic Line Rating with Spatial Variation Considerations

Dynamic line rating (DLR) is a technology that allows the ampacity of an electrical conductor to be calculated using real-time or forecasted weather conditions. Historically, the ampacity of a conductor has been determined using a static line rating method which assumes conservative weather assumptions. Therefore, not only can DLR give a more accurate measurement of the true ampacity of a conductor, but it can also increase its ampacity during weather conditions with greater thermal mitigations. The two primary cooling factors in the ampacity calculations are wind speed and direction. In complex terrain, wind speed and direction can have large variations over short distances. Therefore, accurately identifying the limiting span of a transmission line requires high spatial resolution of the wind along its path. One solution is to install dense weather stations along their path, though this can become costly over long distances. Therefore, researchers have investigated the use of Computation Fluid Dynamic (CFD) simulations to accurately compute the wind field along the path of a transmission line and use these results to identify the limiting section of the conductor. This work presents a case study that evaluates the coupling of CFD simulations and forecasted weather simulations using the High-Resolution Rapid Refresh (HRRR) model points over a 2-year span within a region in south eastern Idaho. The primary goal of the work is the evaluation of the number of HRRR model points used, i.e., weather stations, along the path of the line and the accuracy of the resulting ampacity. This was done using 4, 10, 17, 26, and 35 HRRR model points along two transmission line paths. The results indicate that as the number of model points are increased, the DLR ampacity of the lines decrease, yet converge as more points are added and demonstrate little change with additional HRRR points. It is expected that these results can help transmission line operators identify the number of weather stations that must be installed when coupled with CFD simulations and DLR ampacity to ensure accurate ratings and safe operations.

17 WIND ENERGY↗
NASA NTRS2019

Supporting Crew Autonomy in Deep Space Exploration: Preliminary Onboard Capability Requirements and Proposed Research Questions. Technical Report of the Autonomous Crew Operations Technical Interchange Meeting

Communication delays are a critical challenge posed by long duration deep space exploration. Space missions historically have relied on an ever-present Mission Control Center (MCC) to direct operations in near real-time. As unanticipated anomalies that defeat fault detection and resolution systems do arise, the lack of real-time communication will significantly weaken what the MCC support represents: a reliable safety net for the flight crew through its deep and diverse areas of expertise and investigative resources. As a consequence, future space vehicles and habitats need to be equipped with capabilities to support the flight crew to operate with little or no ground support. Considerations must be given to vehicle and mission designs that will fortify the traditionally ground-centered safety net and forge new support systems, when communication delays exist. In August 2018, NASA’s Human Research Program, through its Human Factors and Behavioral Performance Element, convened a Technical Interchange Meeting (TIM) on Autonomous Crew Operations at NASA Ames Research Center. The goal of the meeting was to gather input from NASA centers, industry, academia, and branches of the Department of Defense (DoD) to address how intelligent technologies can be applied to augment onboard capabilities to support crew anomaly response. The TIM featured 24 presentations by 29 speakers and hosted a total of 59 attendees, including 43 from 5 NASA centers (Ames, Johnson, Langley, Marshall, and Jet Propulsion Lab) and 4 from the DoD (3 from Army Research Lab and 1 from Naval Postgraduate School), with remaining attendees from academia (e.g., UC Davis, CMU) and industry (e.g., IBM, Siemens). Discussions were centered around three themes: standards and guidelines, lessons learned in analog environments, and technologies. To help provide a framework for discussion, a concept matrix describing anomaly response processes was created prior to the TIM (Figure 1, page 6). The matrix captures the steps involved (monitoring and detection, diagnosis, solution development and evaluation, solution implementation and verification, resolution documentation) as well as the resources and capabilities required to support these steps (data, knowledge, analysis, synthesis, resource management). A wallpaper size printout of the matrix was utilized at the TIM to solicit attendee inputs along the three themes; the activity garnered 108 submissions of ideas. Overall, what emerged from TIM discussions was a picture of mismatch between crew anomaly response needs and support that can be provided by existing intelligent technologies. The needs are broad, spanning multiple steps and processes/resources, with many of which lacking support from existing technologies, such as knowledge management throughout the steps of problem solving (especially in resolution documentation) and manpower management. The solutions provided by existing intelligent technologies are specific to the steps/processes that they are designed to support and constrained to solving only problems similar to those that have occurred before. What is lacking from technologies is typically made up by humans, specifically their complex critical thinking, creative problem solving, and domain expertise. In the end, the TIM highlighted the pressing need to support responses to onboard anomalies during autonomous crew operations, particularly those that have eluded the system tests, inspection, and other assurance processes. Such anomalies can potentially threaten crew and vehicle safety, as well as significantly impact overall operations with additional workload. These fairly rare events are difficult to anticipate and prepare for, given the state-of-the-art in intelligent technologies. This is true even for anomalies that stem from “unknown knowns”—cases in which there is sufficient external information to characterize the problem but the overall pattern fails to be recognized by the problem solver, or in which the internal knowledge needed to solve a problem is held tacitly and potentially accessible by the problem solver but not articulated. It follows that the ability to tackle anomalies lies not only with the availability of relevant information and knowledge but also their accessibility in times of need. To that end, we propose research questions along the following three broad themes: • How intelligent technologies can help make relevant knowledge and information available? • How intelligent technologies can help make relevant knowledge and information accessible? • How intelligent technologies can help support the crew operating as a team in anomaly response processes?

autonomous crew operations↗
DOE OSTI2024

Developing And Scaling an OpenFOAM Model to Study Turbulent Flow in a HFIR Coolant Channel

Improving the understanding of how computational fluid dynamics (CFD) direct numerical simulations (DNS) of flows in the High Flux Isotope Reactor (HFIR) perform when run in parallel using the high performance computing (HPC) platform Summit at the Oak Ridge Leadership Computing Facility (OLCF) is of particular importance to boost the computational tools used to support HFIR conversion to low enriched fuel (LEU). Evaluation of scaling performance was driven by the increasing importance of graphics processing unit (GPU) usage in HPC, which is becoming the standard for modern supercomputers such as Summit. The desired results are to obtain a strong positive correlation between the computational resources dedicated to a problem and the relative speed-up of the simulation in comparison to a benchmark. This capability will allow substantially improvement in HFIR flow analytical capabilities, specifically when predicting turbulence properties at high Reynolds numbers. The study leverages previous simulation results performed with code PHASTA (finite element) on HPC platforms Cori (NERSC) and Theta (ALCF) [1] with computing options provided in the computing platform OpenFOAM (finite volume) at OLCF. Transitioning from PHASTA to OpenFOAM will (1) eliminate dependence on third-party software for mesh generation and manipulation, (2) reduce resource needs by employing modern architectures, and (3) build expertise for future modeling of HFIR-specific problems like heat transfer in involute geometry, entrance effects, flow structure in channel corners, and so on—all important issues when defining the available thermal margins in the transition to LEU. CPUs and GPUs differ significantly in their architecture and utilization, as discussed in the literature [2]. The most important differences are in the approach to computations and their memory. A single GPU contains a large quantity of cores, enabling it to perform with a much higher throughput than a CPU, but execution requires a different approach. GPU codes execute instructions using the Single-Instruction Multiple-Thread (SIMT) approach in which a single instruction is used for groups of threads called warps. A warp typically consists of 32 threads which must execute the same set of instructions, although on separate threads. Alternately, a CPU has far fewer cores that are much more flexible in their operation, excelling at quickly performing more complex serial computations. This is why GPUs have greater throughput when properly utilized. The second important difference is seen when comparing their memory spaces. Limited memory allocations and CPU–GPU communications cause a significant bottleneck in GPU-accelerated programs. Further study was required to properly take advantage of GPU resources. A comprehensive analysis of code performance and the model-specific features of turbulence constitutes the core of this work. In this study, a DNS simulation of HFIR channel turbulence was performed with the finite volume CFD code OpenFOAM v2112 and CUDA v11.0 on Red Hat Enterprise Linux v8.2. The OpenFOAM installation had AMGx integrated to enable GPU acceleration and utilizes the PETSc4FOAM library. The computational resources and the problem size were scaled on CPU and CPU + GPU architectures to gain a better understanding of the performance of a DNS problem on modern computing hardware. The study aimed to analyze the scaling of the code exclusively on CPUs and then to examine the scaling of the codes with GPU acceleration enabled. Scaling studies included CPU and GPU acceleration on a mesh of varying resolution to analyze the impact of problem size relative to computational resources. In the course of preparing the GPU configuration on Summit, mainly using the AMGX solvers, difficulties were encountered stemming from constant changes resulting from extensive ongoing development activities and the changing environment. This resulted in the inability to complete the GPU portion of the work. The code was compiled and tested, but production runs to assess acceleration were not performed because the used discretional compute time allocation expired as year-end approached. The Summit HPC platform is scheduled for decommissioning in 2024, making it unattractive for future use with Nvidia-based GPUs. Therefore, the work will be moved onto NERSC machines in FY24. An application was prepared and submitted, and sufficient node-hours were awarded to continue the research in the next calendar year. This report summarizes work performed thus far, which mostly focused on CPU OpenFOAM computing.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗