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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1974

Transient and steady-state velocity of domain walls for a complete range of drive fields

Approximate analytic solutions for transient and steady-state 180 deg domain-wall motion in bulk magnetic material are obtained from the dynamic torque equations with a Gilbert damping term. The results for the Walker region in which the transient solution approaches the familiar Walker steady-state solution are presented in a slightly new form for completeness. An analytic solution corresponding to larger drive fields predicts an oscillatory motion with an average value of the velocity which decreases with drive field for reasonable values of the damping parameter. These results agree with those obtained by others from a computer solution of the torque equation and those obtained by others with the assumption of a very large anisotropy field.

Bourne, H. C., Jr.↗
NASA NTRS1982

Tests of an alternating current propulsion subsystem for electric vehicles on a road load simulator

The test results of a breadboard version of an ac electric-vehicle propulsion subsystem are presented. The breadboard was installed in the NASA Lewis Research Center Road Load Simulator facility and tested under steady-state and transient conditions. Steady-state tests were run to characterize the system and component efficiencies over the complete speed-torque range within the capability of the propulsion subsystem in the motoring mode of operation. Transient tests were performed to determine the energy consumption of the breadboard over the acceleration and cruise portions of SAE J227 and driving schedules B, C, and D. Tests in the regenerative mode were limited to the low-gear-speed range of the two speed transaxle used in the subsystem. The maximum steady-state subsystem efficiency observed for the breadboard was 81.5 percent in the high-gear-speed range in the motoring mode, and 76 percent in the regenerative braking mode (low gear). The subsystem energy efficiency during the transient tests ranged from 49.2 percent for schedule B to 68.4 percent for Schedule D.

Stenger, F. J.↗
NASA NTRS1976

DYNGEN

Steady-state and transient performance of turbofan and turbojet engines are analyzed. Program uses large time steps, gives analyst freedom in selecting equations needed to describe system, and eliminates discrepancies in answers often generated by transient and steady-state simulations.

Sellers, J. F.↗
NASA NTRS1985

Generalized reciprocity theorem for semiconductor devices

A reciprocity theorem is presented that relates the short-circuit current of a device, induced by a carrier generation source, to the minority-carrier Fermi level in the dark. The basic relation is general under low injection. It holds for three-dimensional devices with position dependent parameters (energy gap, electron affinity, mobility, etc.), and for transient or steady-state conditions. This theorem allows calculation of the internal quantum efficiency of a solar cell by using the analysis of the device in the dark. Other applications could involve measurements of various device parameters, interfacial surface recombination velocity at a polcrystalline silicon emitter contact, for rexample, by using steady-state or transient photon or mass-particle radiation.

Misiakos, K.↗
NASA NTRSDate not supplied

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗
NASA NTRSDate not supplied

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗
NASA NTRS2023

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗
NASA NTRS1982

Accretion instability models for Dwarf Novae and X-ray transients

Steady state and time dependent calculations of a model for accretion instability are presented, in which matter accumulates in a cold torus and then undergoes a thermal instability causing the matter to heat and flow down onto the central star. The model is compared to the observations of dwarf novae and certain examples of both hard and soft X-ray transients.

Cannizzo, J. K.↗
NASA NTRS1985

Accretion instability models for dwarf novae and X-ray transients

Steady state and time dependent calculations of a model for accretion instability are presented, in which matter accumulates in a cold torus and then undergoes a thermal instability causing the matter to heat and flow down onto the central star. The model is compared to the observations of dwarf novae and certain examples of both hard and soft X-ray transients.

Cannizzo, J. K.↗
NASA NTRS2012

Regional Warming from Aerosol Removal over the United States: Results from a Transient 2010-2050 Climate Simulation

We use a general circulation model (NASA Goddard Institute for Space Studies GCM 3) to investigate the regional climate response to removal of aerosols over the United States. We perform a pair of transient 2010e2050 climate simulations following a scenario of increasing greenhouse gas concentrations, with and without aerosols over the United States and with present-day aerosols elsewhere. We find that removing U.S. aerosol significantly enhances the warming from greenhouse gases in a spatial pattern that strongly correlates with that of the aerosol. Warming is nearly negligible outside the United States, but annual mean surface temperatures increase by 0.4e0.6 K in the eastern United States. Temperatures during summer heat waves in the Northeast rise by as much as 1e2 K due to aerosol removal, driven in part by positive feedbacks involving soil moisture and low cloud cover. Reducing U.S. aerosol sources to achieve air quality objectives could thus have significant unintended regional warming consequences.

Mickley, L. J.↗
NASA NTRS1976

Voltage profile program for the Kennedy Space Center electric power distribution system

The Kennedy Space Center voltage profile program computes voltages at all busses greater than 1 Kv in the network under various conditions of load. The computation is based upon power flow principles and utilizes a Newton-Raphson iterative load flow algorithm. Power flow conditions throughout the network are also provided. The computer program is designed for both steady state and transient operation. In the steady state mode, automatic tap changing of primary distribution transformers is incorporated. Under transient conditions, such as motor starts etc., it is assumed that tap changing is not accomplished so that transformer secondary voltage is allowed to sag.

Source record↗
NASA NTRS1991

A study of high-temperature heat pipes with multiple heat sources and sinks. I - Experimental methodology and frozen startup profiles. II - Analysis of continuum transient and steady-state experimental data with numerical predictions

Experimental profiles for heat pipe startup from the frozen state were obtained, using a high-temperature sodium/stainless steel pipe with multiple heat sources and sinks to investigate the startup behavior of the heat pipe for various heat loads and input locations, with both low and high heat rejection rates at the condensor. The experimental results of the performance characteristics for the continuum transient and steady-state operation of the heat pipe were analyzed, and the performance limits for operation with varying heat fluxes and location are determined.

Faghri, A.↗
NASA NTRS1997

RL10A-3-3A Rocket Engine Modeling Project

Two RL10A-3-3A rocket engines comprise the main propulsion system for the Centaur upper stage vehicle. Centaur is used with bod Titan and Atlas launch vehicles, carrying military and civilian payloads from high altitudes into orbit and beyond. The RL10 has delivered highly reliable service for the past 30 years. Recently, however, there have been two in-flight failures which have refocused attention on the RL10. This heightened interest has sparked a desire for an independent RL10 modeling capability within NASA and th Air Force. Pratt & Whitney, which presently has the most detailed model of the RL10, also sees merit in having an independent model which could be used as a cross-check with their own simulations. The Space Propulsion Technology Division (SPTD) at the NASA Lewis Research Center has developed a computer model of the RL10A-3-3A. A project team was formed, consisting of experts in the areas of turbomachinery, combustion, and heat transfer. The overall goal of the project was to provide a model of the entire RL10 rocket engine for government use. In the course of the project, the major engine components have been modeled using a combination of simple correlations and detailed component analysis tools (computer codes). The results of these component analyses were verified with data provided by Pratt & Whitney. Select modeling results and test data curves were then integrated to form the RL10 engine system model The purpose of this report is to introduce the reader to the RL10 rocket engine and to describe the engine system model. The RL10 engine and its application to U.S. launch vehicles are described first, followed by a summary of the SPTD project organization, goals, and accomplishments. Simulated output from the system model are shown in comparison with test and flight data for start transient, steady state, and shut-down transient operations. Detailed descriptions of all component analyses, including those not selected for integration with the system model, are included as appendices.

Binder, Michael↗
NASA NTRS1981

Application of steady state finite element and transient finite difference theory to sound propagation in a variable area duct: A comparison with experiment

Sound propagation without flow in a rectangular duct with a converging-diverging area variation was studied experimentally and theoretically. The area variation was of sufficient magnitude to produce large reflections and induce modal scattering. The rms (root-mean-squared) pressure and phase angle on both the flat and curved surface were measured and tabulated. The steady state finite element theory and the transient finite difference theory are in good agreement with the data. It is concluded that numerical finite difference and finite element theories appear ideally suited for handling duct propagation problems which encounter large area variations.

Baumeister, K. J.↗
NASA NTRS1981

Application of 'steady' state finite element and transient finite difference theory to sound propagation in a variable duct - A comparison with experiment

Experimental data are presented for sound propagation in a simulated infinite hard wall duct with a large change in duct cross sectional area. The data are conveniently tabulated for further use. The 'steady' state finite element theory of Astley and Eversman (1981) and the transient finite difference theory of White (1981) are in good agreement with the data for both the axial and transverse pressure profiles and the axial phase angle. Therefore, numerical finite difference and finite element theories appear to be ideally suited for handling duct propagation problems which encounter large axial gradients in acoustic parameters. The measured energy reflection coefficient agrees with the values from the Astley-Eversman modal coupling model.

Baumeister, K. J.↗
NASA NTRS2004

New Tool Released for Engine-Airframe Blade-Out Structural Simulations

Researchers at the NASA Glenn Research Center have enhanced a general-purpose finite element code, NASTRAN, for engine-airframe structural simulations during steady-state and transient operating conditions. For steady-state simulations, the code can predict critical operating speeds, natural modes of vibration, and forced response (e.g., cabin noise and component fatigue). The code can be used to perform static analysis to predict engine-airframe response and component stresses due to maneuver loads. For transient response, the simulation code can be used to predict response due to bladeoff events and subsequent engine shutdown and windmilling conditions. In addition, the code can be used as a pretest analysis tool to predict the results of the bladeout test required for FAA certification of new and derivative aircraft engines. Before the present analysis code was developed, all the major aircraft engine and airframe manufacturers in the United States and overseas were performing similar types of analyses to ensure the structural integrity of engine-airframe systems. Although there were many similarities among the analysis procedures, each manufacturer was developing and maintaining its own structural analysis capabilities independently. This situation led to high software development and maintenance costs, complications with manufacturers exchanging models and results, and limitations in predicting the structural response to the desired degree of accuracy. An industry-NASA team was formed to overcome these problems by developing a common analysis tool that would satisfy all the structural analysis needs of the industry and that would be available and supported by a commercial software vendor so that the team members would be relieved of maintenance and development responsibilities. Input from all the team members was used to ensure that everyone's requirements were satisfied and that the best technology was incorporated into the code. Furthermore, because the code would be distributed by a commercial software vendor, it would be more readily available to engine and airframe manufacturers, as well as to nonaircraft companies that did not previously have access to this capability.

Lawrence, Charles↗