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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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817 records · Page 46

Exploring Propulsion System Requirements for More and All-Electric Helicopters

Helicopters offer unique capabilities that are important for certain missions. More and all-electric propulsion systems for helicopters offer the potential for improved efficiency, reliability, vehicle and mission capabilities as well as reduced harmful emissions. To achieve these propulsion system-based benefits, the relevant requirements must be understood and developed for the various component, sub-component and ancillary systems of the overall propulsion system. Three representative helicopters were used to explore propulsion and overall vehicle and mission requirements. These vehicles varied from light utility (one to three occupants) to highly capable (three crew members plus ten passengers and cargo). Assuming 15 and 30 year technology availability, analytical models for electric system components were developed to understand component and ancillary requirements. Overall propulsion system characteristics were developed and used for vehicle sizing and mission analyses to understand the tradeoffs of component performance and weight, with increase in vehicle size and mission capability. Study results indicate that only the light utility vehicle retained significant payload for an arbitrary 100 nautical mile range assuming 15 year technology. Thirty year technology assumptions for battery energy storage are sufficient to enable some range and payload capabilities, but further improvements in energy density are required to maintain or exceed payload and range capabilities versus present systems. Hydrocarbon-fueled range extenders can be prudently used to recover range and payload deficiencies resulting from battery energy density limitations. Thermal loads for electric systems are low heat quality, but seem manageable. To realize the benefits from more and all-electric systems, technology goals must be achieved, as well as identify vehicles, missions and systems that are best suited to take advantage of their unique characteristics.

gearbox↗

Exploring Propulsion System Requirements for More and All-Electric Helicopters

Helicopters offer unique capabilities that are important for certain missions. More and all-electric propulsion systems for helicopters offer the potential for improved efficiency, reliability, vehicle and mission capabilities as well as reduced harmful emissions. To achieve these propulsion system-based benefits, the relevant requirements must be understood and developed for the various component, sub-component and ancillary systems of the overall propulsion system. Three representative helicopters were used to explore propulsion and overall vehicle and mission requirements. These vehicles varied from light utility (one to three occupants) to highly capable (three crew members plus ten passengers and cargo). Assuming 15 and 30 year technology availability, analytical models for electric system components were developed to understand component and ancillary requirements. Overall propulsion system characteristics were developed and used for vehicle sizing and mission analyses to understand the tradeoffs of component performance and weight, with increase in vehicle size and mission capability. Study results indicate that only the light utility vehicle retained significant payload for an arbitrary 100 nautical mile range assuming 15 year technology. Thirty year technology assumptions for battery energy storage are sufficient to enable some range and payload capabilities, but further improvements in energy density are required to maintain or exceed payload and range capabilities versus present systems. Hydrocarbon-fueled range extenders can be prudently used to recover range and payload deficiencies resulting from battery energy density limitations. Thermal loads for electric systems are low heat quality, but seem manageable. To realize the benefits from more and all-electric systems, technology goals must be achieved, as well as vehicles, missions and systems identified that are best suited to take advantage of their unique characteristics.

mission analysis↗

Zero-Gravity Locomotion Simulators: New Ground-Based Analogs for Microgravity Exercise Simulation

Maintaining health and fitness in crewmembers during space missions is essential for preserving performance for mission-critical tasks. NASA's Exercise Countermeasures Project (ECP) provides space exploration exercise hardware and monitoring requirements that lead to devices that are reliable, meet medical, vehicle, and habitat constraints, and use minimal vehicle and crew resources. ECP will also develop and validate efficient exercise prescriptions that minimize daily time needed for completion of exercise yet maximize performance for mission activities. In meeting these mission goals, NASA Glenn Research Center (Cleveland, OH, USA), in collaboration with the Cleveland Clinic (Cleveland, Ohio, USA), has developed a suite of zero-gravity locomotion simulators and associated technologies to address the need for ground-based test analog capability for simulating in-flight (microgravity) and surface (partial-gravity) exercise to advance the health and safety of astronaut crews and the next generation of space explorers. Various research areas can be explored. These include improving crew comfort during exercise, and understanding joint kinematics and muscle activation pattern differences relative to external loading mechanisms. In addition, exercise protocol and hardware optimization can be investigated, along with characterizing system dynamic response and the physiological demand associated with advanced exercise device concepts and performance of critical mission tasks for Exploration class missions. Three zero-gravity locomotion simulators are currently in use and the research focus for each will be presented. All of the devices are based on a supine subject suspension system, which simulates a reduced gravity environment by completely or partially offloading the weight of the exercising test subject s body. A platform for mounting treadmill is positioned perpendicularly to the test subject. The Cleveland Clinic Zero-g Locomotion Simulator (ZLS) utilizes a pneumatic subject load device to apply a near constant gravity-replacement load to the test subject during exercise, and is currently used in conjunction with the General Clinical Research Center for evaluating exercise protocols using a bedrest analog. The enhanced ZLS (eZLS) at NASA Glenn Research Center features an offloaded treadmill that floats on a thin film of air and interfaces to a force reaction frame via variably-compliant isolators, or vibration isolation system. The isolators can be configured to simulate compliant interfaces to the vehicle, which affects mechanical loading to crewmembers during exercise, and has been used to validate system dynamic models for new countermeasures equipment designs, such as the second International Space Station treadmill slated for use in 2010. In the eZLS, the test subject and exercise device can be pitched at the appropriate angle for partial gravity simulations, such as lunar gravity (1/6th earth gravity). On both the eZLS and the NASA-Johnson Space Center standalone ZLS installed at the University of Texas Medical Branch in Galveston, Texas, USA, the subject's body weight relative to the treadmill is controlled via a linear motor subject load device (LM-SLD). The LM-SLD employs a force-feedback closed-loop control system to provide a relatively constant force to the test subject during locomotion, and is set and verified for subject safety prior to each session. Locomotion data were collected during parabolic flight and on the eZLS. The purpose was to determine the similarities and differences between locomotion in actual and simulated microgravity. Subjects attained greater amounts of hip flexion during walking and running during parabolic flight. During running, subjects had greater hip range of motion. Trunk motion was significantly less on the eZLS than during parabolic flight. Peak impact forces, loading rate, and impulse were greater on the eZLS than during parabolic while walking with a low external load (EL) and rning with a high EL. Activation timing differences existed between locations in all muscles except for the rectus femoris. The tibialis anterior and gluteus maximus were active for longer durations on the eZLS than in parabolic flight during walking. Ground reaction forces were greater with the LM-SLD than with bungees during eZLS locomotion. While the eZLS serves as a ground-based analog, researchers should be aware that subtle, but measurable, differences in kinematics and leg musculature activities exist between the environments. Aside from space applications, zero-gravity locomotion simulators may help medical researchers in the future with development of rehabilitative or therapeutic protocols for injured or ill patients. Zero-gravity locomotion simulators may be used as a ground-based test bed to support future missions for space exploration, and eventually may be used to simulate planetary locomotion in partial gravity environments, including the Moon and Mars. Figure: Zero-gravity Locomotion Simulator at the Cleveland Clinic, Cleveland, Ohio, USA

Perusek, Gail P.↗

Impact of gasoline composition on the effects of nitric oxide on autoignition and knock in a DISI engine

Modern spark-ignition engines use exhaust gas recirculation (EGR) to dilute the charge and suppress knock, enabling the use of higher compression ratios and/or more optimum combustion phasing for higher efficiency. The effectiveness of EGR is affected by the composition of the fuel and its chemical-kinetic interactions with combustion products. Among those, nitric oxide (NO) has been shown to strongly affect autoignition reactivity. However, the impact of fuel composition of the effect of NO on reactivity is not well-understood. Here, in this study, engine experiments were conducted to assess the impact of NO seeded to the intake on knock-limited operation of two gasoline fuels (high cycloalkane content, or HCA, and high olefin content, or HO). Results showed that compositionally-different fuels responded differently to NO. HCA, which was less knock-limited than HO for NO < 200 ppm, became more knock-limited for NO > 200 ppm. Moreover, it was found that differences in knock between fuels were caused by differences in autoignition chemistry and not in the sequential autoignition process of the end gas that occurs due to thermal stratification. Chemical kinetic simulations were performed to better understand the experimental results. For HCA, intermediate-temperature heat release had a greater impact on autoignition reactivity than low-temperature heat release, while the opposite was observed for HO. For both fuels, NO enhances the magnitude of low-temperature heat release via NO + HO 2 → NO 2 + OH. The effect of NO on reactivity was stronger for HCA because OH produced from NO helped to overcome the OH quenching effect of cyclopentane, a main species in HCA. In contrast, HO had relatively strong inherent low-temperature chemistry arising from iso-octane, which reduced the impact of NO on reactivity. For the range of NO mole fractions tested in this study, in-cylinder NO increased fuel’s knock propensity, especially for fuels with mild low-temperature chemistry.

Autoignition↗

Performance assessment of 3D printed multi-material energy absorber for automotive bumper: pedestrian lower extremity protection

Designing an energy absorber for automotive bumpers involves balancing low-speed and high-speed impacts to ensure safety, reduce repair costs, and meet regulatory standards. Here, this study explores a novel design using multi-material 3D printing and structural optimization to fabricate a lightweight and cost-efficient energy absorber. The design effectively dissipates energy in low-speed collisions and minimizes force transmission in high-speed pedestrain impacts, helping to meet both safety and performance requirements. The energy absorber design combines 20% carbon fiber-reinforced acrylonitrile butadiene styrene (CF-ABS) and thermoplastic polyurethane (TPU) for optimal stiffness and flexibility. It uses 3D-printed lattice structures optimized through finite element simulations to help meet both low-speed and high-speed impact requirements. Full-scale energy absorbers were 3D-printed using optimized CF-ABS/TPU blends and tested under high-speed impact using the Flexible Pedestrian Legform Impactor (Flex-PLI). For fair comparison, a baseline bumper with a traditional triangular lattice structure, also 3D-printed from the same CF-ABS/TPU materials, was similarly tested. Interestingly, both the optimized and baseline 3D-printed energy absorbers showed nearly identical performance, successfully meeting injury limits. Their performances were also benchmarked against an injection-molded energy absorber. While both 3D-printed and injection-molded designs met injury limits, the 3D-printed absorber exhibited a higher tibia bending moment, indicating an opportunity for further optimization. A Techno-Economic Analysis compared the costs of producing energy absorbers using traditional manufacturing and 3D printing. The analysis highlighted that 3D printing offers cost benefits for low to medium production volumes, with the total cost per energy absorber at ∼ $\$$74, compared to traditional methods that become economical beyond 2000 units.

Additive manufacturing↗

Effects of Gasoline Composition and Operating Parameters on the Response of End-Gas Autoignition to Nitric Oxide in a Lean-Burn DI-SI Engine

Lean operation of spark-ignition engines can lead to engine thermal efficiency gains and lower NOx emissions due to reduced combustion temperatures. Yet, lean operation could still face challenges in end-gas autoignition and knock generation due to higher intake pressures and trapped NO in the residual gas. Here, this study evaluates the impact of NO on end-gas autoignition for two gasoline fuels with similar octane rating but different composition: high cycloalkane fuel (HCA) and high olefin fuel (HO). Experiments were performed at stoichiometric and lean (λ = 2) conditions and at two engine speeds of 1400 rpm and 2000 rpm. Accompanying chemical kinetics simulations in CHEMKIN revealed that the mechanisms controlling the effect of NO on autoignition are similar λ = 2 and λ = 1, with NO + HO 2 = NO 2 + OH being the main pathway for enhancing reactivity by promoting low-temperature heat release (LTHR). The compositionally different fuels reacted differently to NO seeding and engine speed, and differences were augmented at λ = 2 compared to λ = 1 as the end-gas autoignition shifted to the low temperature regime. HO, which has inherent low temperature chemistry, was strongly impacted by engine speed at low NO seeding levels, with no noticeable peak of LTHR detected at 2000 rpm. On the other hand, LTHR of HCA was marginally affected by shortened residence time at higher engine speed as NO + HO 2 reaction was not greatly affected by shorter time scales, since HO 2 production was sustained even at 2000 rpm to support OH generation from NO + HO 2 . Contrary to HO, HCA exhibited greater sensitivity to NO seeding, as the increased OH production at higher NO concentrations offset the OH-quenching effect of cyclopentane, which accounts for 28.6% of HCA’s composition. Consequently, a sensitivity analysis revealed that fuels with weak inherent low-temperature chemistry, like HCA, are likely to be more sensitive to variations in NO concentration and charge temperature, whereas fuels with strong low temperature chemistry are more sensitive to variations in end-gas λ and intake pressure.

Energy↗