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Pressurization of liquid oxygen containers - cryogenic fluid boiling under high and low gravity, liquid hydrogen boiling, injection cooling, and two-dimensional heat transfer
Flow control using synthetic jet injection has been applied in a low speed axial compressor. The synthetic jets were applied from the suction surface of a stator vane via a span-wise row of slots pitched in the streamwise direction. Actuation was provided externally from acoustic drivers coupled to the vane tip via flexible tubing. The acoustic resonance characteristics of the system, and the resultant jet velocities were obtained. The effects on the separated flow field for various jet velocities and frequencies were explored. Total pressure loss reductions across the vane passage were measured. The effect of synthetic jet injection was shown to be comparable to that of pulsatory injection with mass addition for stator vanes which had separated flow. While only a weak dependence of the beneficial effect was noted based on the excitation frequency, a strong dependence on the amplitude was observed at all frequencies.
Significant variations in MHD activity and fast-ion transport are observed in the DIIID high-beta, steady-state hybrid discharges with a mixture of Electron Cyclotron (EC) waves and Neutral Beam Injection (NBI). When Electron Cyclotron Heating (ECH) or Current Drive (ECCD) is applied, Alfven Eigenmodes (AEs) are usually suppressed and replaced by low-frequency bursting modes. The analysis of a recently compiled database of hybrid discharges suggests that the change of the fast-ion pressure especially the perpendicular pressure is the main factor responsible for the instability transition. The lower ratio of fast-ion injection speed v inj to Alfven speed v alfven and slight drop of safety factor q min during ECCD may also facilitate the transition. The database shows that AEs mainly occur when the fast-ion fraction P f /P total is less than 0.53 and v inj /v alfven is greater than 0.50, while low-frequency bursting modes appear in the opposite regime. In this research, P f and P total are the central fast-ion pressure from classical prediction and total plasma pressure, respectively. The reason why the instability transition correlates with P f /P total and v inj /v alfven is that they can significantly modify the drive of low-frequency bursting modes and AEs. The explanation is supported by the observation that low-frequency bursting modes are rarely seen in the hybrids with NBI only, with EC waves and counter-NBI, or with high plasma density. A careful check of the low-frequency bursting modes suggests that they are mainly chirping (neoclassical) tearing modes [referred to as chirping (N)TM], i.e. the mode frequency firstly jumps up from the steady (N)TM frequency, then chirps down, and finally returns to the steady (N)TM frequency. Sometimes, the (N)TMs are fully stabilized and replaced with pure fishbones. Lastly, the resonance condition calculation and ’Kick’ model simulations suggest that (N)TMs and fishbones can interact through modification of the fast ion distribution in phase space, which influences the drive.
Comparisons between scramjet combustor data and a three-dimensional full Navier-Stokes calculation have been made to verify and substantiate computational fluid dynamics (CFD) codes and application procedures. High Mach number scramjet combustor development will rely heavily on CFD applications to provide wind tunnel-equivalent data of quality sufficient to design, build and fly hypersonic aircraft. Therefore. detailed comparisons between CFD results and test data are imperative. An experimental case is presented, for which combustor wall static pressures were measured and flow-fieid interferograms were obtained. A computer model was done of the experiment, and counterpart parameters are compared with experiment. The experiment involved a subscale combustor designed and fabricated for the National Aero-Space Plane Program, and tested in the Calspan Corporation 96" hypersonic shock tunnel. The combustor inlet ramp was inclined at a 20 angle to the shock tunnel nozzle axis, and resulting combustor entrance flow conditions simulated freestream M=10. The combustor body and cowl walls were instrumented with static pressure transducers, and the combustor lateral walls contained windows through which flowfield holographic interferograms were obtained. The CFD calculation involved a three-dimensional time-averaged full Navier-Stokes code applied to the axial flow segment containing fuel injection and combustion. The full Navier-Stokes approach allowed for mixed supersonic and subsonic flow, downstream-upstream communication in subsonic flow regions, and effects of adverse pressure gradients. The code included hydrogen-air chemistry in the combustor segment which begins near fuel injection and continues through combustor exhaust. Combustor ramp and inlet segments on the combustor lateral centerline were modelled as two dimensional. Comparisons to be shown include calculated versus measured wall static pressures as functions of axial flow coordinate, and calculated path-averaged density contours versus an holographic Interferogram.
An optical indicator and a high-speed motion-picture camera capable of operating at the rate of 2,000 frames per second were used to record simultaneously the pressure development and the flame formation in the combustion chamber of the NACA combustion apparatus. Tests were made at engine speeds of 570 and 1,500 r.p.m. The engine-jacket temperature was varied from 100 degrees to 300 degrees F. And the injection advance angle from 13 degrees after top center to 120 degrees before top center. The results show that the course of the combustion is largely controlled by the temperature and pressure of the air in the chamber from the time the fuel is injected until the time at which combustion starts and by the ignition lag. The conclusion is presented that in a compression-ignition engine with a quiescent combustion chamber the ignition lag should be the longest that can be used without excessive rates of pressure rise; any further shortening of the ignition lag decreased the effective combustion of the engine.
X-Ray Tomography. Porosity is commonly measured using mercury injection (MI) or water immersion porosimeter (WIP). Both MI and WIP utilize pressure to fill open voids with mercury or water respectively. A measure of the volume change of the sample is then used to estimate the percentage of open voids. However, for the purpose of rheological study it is important to get an accurate measure of open and closed voids. X-ray tomography has been selected as it offers a three-dimensional view into the sample that can quantify all pores limited only by the voxel size which is in the micron range for this study. Radiographs for tomography were collected at the Material Science and Technology Division at Los Alamos National Lab using the Carl Zeiss Xradio 520 instrument and Scout-and-Scan version 16.1 operating software. Two samples were imaged, the starting material and the deformed sample SiO2_65. 3001 radiographs were taken of the starting material with a 6 second exposure time using a 4x objective lens. The x-ray beam was set to 60 kilovoltage peak (kVp) and 5 watts. 1901 radiographs were taken of SiO2_65 with a 25 second exposure time using a 10x objective lens. The x-ray beam was set to 80 kVp and 7 watts. Radiograph files were analyzed by Brian Patterson using Avizo. Void and inclusion volumes were output by voxel sized (1.03 μm) slices, used to calculate a total percentage volume for the starting material.
Bonded composite π-joints are critical to support wing geometries in aerospace/aircraft structures. Its lightweight and robust load-bearing capabilities/design guarantee high structural integrity and reliability. Current manufacturing techniques of π-joints are complex and laborious, and do not always offer high-quality joining. This study presents a high-rate manufacturing approach to fabricate π-joints using an integrated Additive Manufacturing and Compression Molding (AMCM) process. The joints were manufactured using unidirectional aerospace-grade LMPAEK/CF at 60% fiber loading for the stiffeners/skin and LM-PAEK/GF as the adhesive and characterized to evaluate their microstructure and strength. While the results indicate void formation at the joint caused by inadequate pressure, the peak tensile load of 600N recorded is akin to injection-autoclave molded π-joints, which validates the potential of this high-rate integrated approach to eliminate time-consuming and labour-intensive processes of making π-joints to reduce cost and produce high-quality joints.
High-fidelity numerical simulations of an experimental rotating detonation engine with discrete fuel/air injection were conducted. A series of configurations with different feed-plenum pressures but with constant equivalence ratio were studied. Detailed chemical kinetics for the hydrogen/air system is used. A resolution study for the full rotating detonation engine (RDE) system simulation is also conducted. Two kinds of boundary conditions, a total pressure boundary and a constant mass flow rate boundary, are used to assess the effects of the inlet boundary. As mass flow rate is increased, the total pressure boundary causes more error in the axial pressure distribution while the constant mass flow rate gives a better solution for all cases ran. The simulations confirm experimental findings, and reproduce qualitative as well as some of the quantitative trends. These results demonstrate that a) fuel-air mixing is highly non-uniform within the detonation chamber, leading to variations in local equivalence ratio, b) the fuel and oxidizer injectors experience significant backflow as the detonation wave passes over, but recover at different rates which further augments the inefficiencies in mixing, and c) parasitic combustion in the mixing region makes the detonation wave weak by extending the reaction zone across the wave.
A qualitative physical processes description of stable and unstable combustion in rockets is presented to establish the basis for choosing model hardware design criteria. It is concluded that it is not possible to scale rocket combustion processes in the usual sense of the term. The studies conducted at Rocketdyne have shown that model chambers which satisfactorily model the steady state behavior of large engines must be designed to maintain (1) the propellant injection density, and (2) the chamber to throat Contraction ratio (hence chamber pressure). For studies of destructive acoustic modes of combustion instability a third parameter, the frequency, must also be maintained.
Vaporizing small portion of cryogenic liquid into pressurizing gas reduces amount of pressurizing gas required to expel cryogenic liquid from tank. Specific example of injecting helium gas, stored at same temperature of liquid hydrogen, through submerged porous plate directly into liquid hydrogen is described.
Detailed mean flow measurements were obtained at stations up to thirty chordlengths downstream in an airfoil trailing vortex using a yawhead pressure probe in the Virginia Tech Six-Foot Subsonic Tunnel. Mass injection at the wingtip was shown to hasten the vortex decay. A theoretical method has been developed to show the effect of wing circulation distribution on the structure of the outer portion of the vortex and excellent agreement with the experimental data is demonstrated. Experimental results indicate a much slower decay and higher tangential velocities than previously expected.
a fuel injection system for gas turbines is described including a pair of high pressure pumps. The pumps provide fuel and a carrier fluid such as air at pressures above the critical pressure of the fuel. A supercritical mixing chamber mixes the fuel and carrier fluid and the mixture is sprayed into a combustion chamber. The use of fuel and a carrier fluid at supercritical pressures promotes rapid mixing of the fuel in the combustion chamber so as to reduce the formation of pollutants and promote cleaner burning.
Experimental mean drop diameter data were obtained for the atomization of liquid sheets injected axially downstream in high velocity swirling and nonswirling airflow. Conventional simplex pressure atomizing fuel nozzles and splash type fuel injectors were studied under simulated combustor inlet airflow conditions. A general empirical expression relating recirprocal mean drop diameter to airstream mass velocity was obtained and is presented. The finest degree of atomization, i.e., the highest value of the coefficient C, was obtained with swirl can combustor modules (C = 15) as compared with pressure atomizing nozzles (C = 12).
Experimental mean drop diameter data were obtained for the atomization of liquid sheets injected axially downstream in high velocity swirling and nonswirling airflow. Conventional simplex pressure atomizing fuel nozzles and splash type fuel injectors were studied under simulated combustor inlet airflow conditions. A general empirical expression relating reciprocal mean drop diameter to airstream mass velocity was obtained and is presented. The finest degree of atomization, i.e., the highest value of the coefficient C, was obtained with swirl can combustor modules (C = 15) as compared with pressure atomizing nozzles (C = 12). Previously announced in STAR as N83-23545
Shortly after the AMPTE/IRM satellite had released Lithium ions into the solar wind, magnetometers on the ground and in the frontside magnetosphere observed deflections of a type similar to those associated with solar wind pressure pulses. Since the natural solar wind was very stable during this event and did not exhibit pressure changes, the magnetic deflections have likely been caused by the artificially injected Lithium cloud when it hit the magnetosphere. Order of magnitude estimates show that 300 g of Lithium vapor released in the solar wind are indeed able to produce a 300 nT magnetic deflection on the ground under favorable conditions.
A spring 1997 test section calibration program is scheduled for the NASA Glenn Research Center Icing Research Tunnel following the installation of new water injecting spray bars. A set of new five-hole flow angle pressure probes was fabricated to properly calibrate the test section for total pressure, static pressure, and flow angle. The probes have nine pressure ports: five total pressure ports on a hemispherical head and four static pressure ports located 14.7 diameters downstream of the head. The probes were calibrated in the NASA Glenn 3.5-in.-diameter free-jet calibration facility. After completing calibration data acquisition for two probes, two data prediction models were evaluated. Prediction errors from a linear discrete model proved to be no worse than those from a full third-order multiple regression model. The linear discrete model only required calibration data acquisition according to an abridged test matrix, thus saving considerable time and financial resources over the multiple regression model that required calibration data acquisition according to a more extensive test matrix. Uncertainties in calibration coefficients and predicted values of flow angle, total pressure, static pressure. Mach number. and velocity were examined. These uncertainties consider the instrumentation that will be available in the Icing Research Tunnel for future test section calibration testing.
An investigation utilizing Reynolds-averaged simulations (RAS) was performed in order to demonstrate the use of design and analysis of computer experiments (DACE) methods in Sandia’s DAKOTA software package for surrogate modeling and optimization. These methods were applied to a flow- path fueled with an interdigitated flushwall injector suitable for scramjet applications at hyper- velocity conditions and ascending along a constant dynamic pressure flight trajectory. The flight Mach number, duct height, spanwise width, and injection angle were the design variables selected to maximize two objective functions: the thrust potential and combustion efficiency. Because the RAS of this case are computationally expensive, surrogate models are used for optimization. To build a surrogate model a RAS database is created. The sequence of the design variables comprising the database were generated using a Latin hypercube sampling (LHS) method. A methodology was also developed to automatically build geometries and generate structured grids for each design point. The ensuing RAS analysis generated the simulation database from which the two objective functions were computed using a one-dimensionalization (1D) of the three-dimensional simulation data. The data were fitted using four surrogate models: an artificial neural network (ANN), a cubic polynomial, a quadratic polynomial, and a Kriging model. Variance-based decomposition showed that both objective functions were primarily driven by changes in the duct height. Multiobjective design optimization was performed for all four surrogate models via a genetic algorithm method. Optimal solutions were obtained at the upper and lower bounds of the flight Mach number range. The Kriging model predicted an optimal solution set that exhibited high values for both objective functions. Additionally, three challenge points were selected to assess the designs on the Pareto fronts. Further sampling among the designs of the Pareto fronts may be required to lower the surrogate model errors and perform more accurate surrogate-model-based optimization.
To address the rising electricity demand and greenhouse gas concentration in the environment, considerable effort is being carried out across the globe on installing and operating renewable energy sources. However, the renewable energy production is affected by diurnal and seasonal variability. To ensure that the electric grid remains reliable and resilient even for the high penetration of renewables into the grid, various types of energy storage systems are being investigated. In this paper, a compressed-air energy storage (CAES) system integrated with a natural gas combined-cycle (NGCC) power plant is investigated where air is extracted from the gas turbine compressor or injected back into the gas turbine combustor when it is optimal to do so. First-principles dynamic models of the NGCC plant and CAES are developed along with the development of an economic model. The dynamic optimization of the integrated system is undertaken in the Python/Pyomo platform for maximizing the net present value (NPV). NPV optimization is undertaken for 14 regions/cases considering year-long locational marginal price (LMP) data with a 1 h interval. Design variables such as the storage capacity and storage pressure, as well as the operating variables such as the power plant load, air injection rate, and air extraction rate, are optimized. Results show that the integrated CAES system has a higher NPV than the NGCC-only system for all 14 regions, thus indicating the potential deployment of the integrated system under the assumption of the availability of caverns in close proximity to the NGCC plant. The levelized cost of storage is found to be in the range of 136–145 $/MWh. Roundtrip efficiency is found to be between 74.6–82.5%. A sensitivity study with respect to LMP shows that the LMP profile has a significant impact on the extent of air injection/extraction while capital expenditure reduction has a negligible effect.