SEARCH · Engineering Papers
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.
Compress soft, inert metal gasket between cone and corresponding socket to attach tubes to vessels containing gas samples. Technique effects seals with minimum of applied force and does not contaminate contents. Seal is formed when port connector is pushed firmly into its socket. Gold washer is deformed and forced to flow into imperfections in surfaces.
The low-cycle fatigue resistance of type 347 stainless steel and Hastelloy Alloy X was evaluated in constant-amplitude, strain-controlled fatigue tests conducted under continuous negative strain cycling at a constant strain rate of 0.001 per sec and at total axial strain ranges of 1.5, 3.0, and 5.0 percent in both hydrogen gas and laboratory air environments in the temperature range 538-871 C. Elevated-temperature, compressive-strain hold-time experiments were also conducted. In hydrogen, the cyclic stress-strain behavior of both materials at 538 C was characterized by appreciable cyclic hardening at all strain ranges. At 871 C neither material hardened significantly; in fact, at 5% strain range 347 steel showed continuous cyclic softening until failure. The fatigue resistance of 347 steel was slightly higher than that of Alloy X at all temperatures and strain ranges. Ten-minute compressive hold time experiments at 760 and 871 C resulted in increased fatigue lives for 347 steel and decreased fatigue lives for Alloy X. Both alloys showed slightly lower fatigue resistance in air than in hydrogen. Some fractographic and metallographic results are also given.
A different approach to modeling of the thermochemistry of rocket engine combustion phenomena is presented. The methodology described is based on the hypothesis of a new variational principle applicable to compressible fluid mechanics. This hypothesis is extended to treat the thermochemical behavior of a reacting (equilibrium) gas in an open system.
Computer program developed for simulating steady-state and transient performance of four-cylinder Stirling engine. In model, four cylinders interconnected by four working spaces. Each working space contains seven volumes: one for expansion space, heater, cooler, and compression space and three for regenerator. Thermal time constant for regenerator mass associated with each regenator gas volume. Former code generates results very quickly, since it has only 14 state variables with no energy equation. Current code then used to study various aspects of Stirling engine in much more detail. Program written in FORTRAN IV for use on IBM 370 computer.
Improved steel collet holds electrode for tungsten inert-gas welding but allows quick and easy replacement. Also ensures reliable arc starting. Slip-on compression ring compresses tapered section of body of collet around inner end of welding electrode. Collet mounted in receptacle below stack of lenses and filters in coaxial-vision welding torch. Blind hole in collet protects outermost lens from damage by electrode.
The five largest magnetic storms that occurred between 1971 to 1986 are studied to determine their solar and interplanetary causes. All of the events are found to be associated with high speed solar wind streams led by collisionless shocks. The high speed streams are clearly related to identifiable solar flares. It is found that: (1) it is the extreme values of the southward interplanetary magnetic fields rather than solar wind speeds that are the primary causes of great magnetic storms, (2) shocked and draped sheath fields preceding the driver gas (magnetic cloud) are at least as effective in causing the onset of great magnetic storms (3 of 5 events) as the strong fields within the driver gas itself, and (3) precursor southward fields ahead of the high speed streams allow the shock compression mechanism (item 2) to be particularly geoeffective.
Even with it's marginal performance, Concorde has demonstrated that supersonic civil aircraft are a practical proposition. A second generation machine will need sufficiently good performance for a robust operating system that can provide reliable, frequent service with competitive economics. Additionally, the propulsion system must be acceptable environmentally. That is it must create acceptable noise levels around airports and have acceptable emissions throughout its mission including cruise. Whatever devices may be used to improve the acceptability at subsonic flight conditions, the high operating temperatures at cruise can create difficult targets for the operation of the combustion system both mechanically and in the combustion process itself. While the driving force is ever better fuel consumption and weight to achieve economic viability, a future supersonic transport engine will have cycle temperatures limited only by the mechanical integrity of the major components. The environment of the major components in modern gas turbine engines is dominated by the air delivered by the compressor system. Consequently the maximum compression temperature is governed by materials available for the turbine and compressor discs. The continued improvement of the disc material leads to combustion inlet temperatures beyond today's experience and sets difficult targets for combustion system emissions. This is worsened by the requirement being at cruise and therefore maintained for the major part of the mission. Problems such as creep and oxidation of metallic parts are also considered.
We present the results of an experimental and computational study of the physics and chemistry of cavitation-ignition bubble combustion (CIBC), a process that occurs when combustible gaseous mixtures are ignited by the high temperatures found inside a rapidly collapsing bubble. The CIBC process was modeled using a time-dependent compressible fluid-dynamics code that includes finite-rate chemistry. The model predicts that gas-phase reactions within the bubble produce CO and other gaseous by-products of combustion. In addition, heat and mechanical energy release through a bubble volume-expansion phase are also predicted by the model. We experimentally demonstrate the CIBC process using an ultrasonically excited cavitation flow reactor with various hydrocarbon-air mixtures in liquid water. Low concentrations (< 160 ppm) of carbon monoxide (CO) emissions from the ultrasonic reactor were measured, and found to be proportional to the acoustic excitation power. The results of the model were consistent with the measured experimental results. Based on the experimental findings, the computational model, and previous reports of the "micro-diesel effect" in industrial hydraulic systems, we conclude that CIBC is indeed possible and exists in ultrasonically- and hydrodynamically-induced cavitation. Finally, estimates of the utility of CIBC process as a means of powering an idealized heat engine are also presented.
The very intensive calculations necessary to define a performance map requiring evaluation of over a hundred individual operating points can be efficiently conducted with accelerated multizone for engine cycle simulation, leading to a definition of regions of acceptable and optimum homogeneous charge compression ignition operation. Accelerated multizone for engine cycle simulation has the virtue of enabling accurate evaluation of many operating conditions based on thermal stratification data from a single fluid mechanics run at motored conditions. This is possible because thermal stratification is more sensitive to engine geometry than to operating conditions. In this article, accuracy of accelerated multizone for engine cycle simulation is demonstrated by comparison with experimental data for iso-octane homogeneous charge compression ignition operation over a broad range of lean equivalence ratios (0.14–0.28). The validated accelerated multizone for engine cycle simulation model is then applied to generating a performance map for an engine controlled by appropriately adjusting equivalence ratio and internal exhaust gas recirculation. Regions of acceptable and optimum combustion are identified. It is finally demonstrated that while indicated mean effective pressure remains low for optimum homogeneous charge compression ignition operation (1–4 bar), this is sufficient for a large fraction of typical driving in light-duty vehicles. Much driving including idle can therefore be done in homogeneous charge compression ignition mode at high efficiency and low (essentially zero) NOx and particulate matter emissions.
The role that velocity or pressure fluctuations in the H I clouds medium can play in initiating compression of sub-Jeans mass diffuse clouds is outlined. The frequently discussed idea is reviewed that substantial overpressures arising in the warm, medium and/or highly supersonic compressions of H I clouds can push sub-Jeans mass clumps to densities where gravity can take over and complete the star formation process. A nonequilibrium model is used to analyze the impact of external disturbances on gas clouds, and estimates of the required disturbance amplitudes are substantially reduced from previous estimates based on equilibrium arguments. The results reveal that a cloud which cools under compression is particularly sensitive to mild disturbances from its environment. Furthermore, the specific energy required to trigger effective compressions in a cooling medium is nearly independent of the cloud's mass. It is proposed that mildly nonlinear disturbances play a primary role in the formation of molecular cloud and stars.
Polysulfone was shock loaded to pressures of 14.6–26.2 GPa in a series of gas gun-driven plate-impact experiments measuring material response with embedded electro-magnetic particle velocity gauges and optical velocimetry. The embedded electro-magnetic particle velocity gauges did not show a distinct two-wave structure but did show rounding that suggested a reaction but not a distinct separation of the reactants and product waves. In contrast, the transmission experiments fielded with optical velocimetry, with product pressures ranging from 21.0 to 26.2 GPa, showed well-defined two-wave structures due to shock-driven chemical decomposition of the polymer to products at a higher density. Distinct two-wave structures have not previously been published in literature during polymer compression; here, we observed these two-wave structures at both the polymer/lithium fluoride and polymer/polymethylmethacrylate interfaces. Hydrodynamic simulations of the experiments were performed using a newly constructed SESAME equation of state (EOS) for the polymer, a thermochemical EOS for the decomposition products, and an Arrhenius reaction rate model for the kinetics of the reaction. Finally, simulation results also demonstrated two-wave structures but were unable to quantitatively reproduce either the embedded gauge or optical velocimetry data.
Advanced combustion strategies are necessary for the use of more environmentally sustainable fuels than traditional diesel. Alcohol fuels and alcohol/gasoline blends are of particular interest as they are readily available in the marketplace. Heavy-duty engines typically use compression ignited, conventional diesel mixing controlled combustion. Mixing controlled combustion features a non-premixed diffusion flame with a wide range of local equivalence ratios, leading to potentially high rates of soot formation. This work studies the sooting behavior of iso-octane and ethanol as a function of equivalence ratio. Measurements are carried out in a rapid compression machine (RCM) and are reported for pre-ignition conditions of 10–30 bar and temperatures of 650–800 K. Theoretical equilibrium and bulk gas temperatures are calculated for both fuels. These data are used to identify the critical equivalence ratio, the lowest equivalence ratio where soot is detected with a single-pass laser extinction diagnostic. The critical equivalence ratio for iso-octane varies between 1.82 and 1.77 for compressed pressures of 10 and 20 bar, respectively. Ethanol, sometimes considered sootless, had a critical equivalence ratio between 2.37 and 2.12 for compressed pressures of 20 and 30 bar, respectively. When characterizing soot formation by oxygenated equivalence ratio, the critical equivalence ratios for ethanol approach those of iso-octane. This suggests the oxygenated nature of alcohol fuels reduces sooting tendency, but other factors such as fuel molecular structure and morphology may play a role. It was observed that ethanol will form soot at equivalence ratios only slightly higher than iso-octane, which could have implications in mixing controlled combustion. It was seen for both fuels that soot formation is pressure sensitive, with the critical equivalence ratio being inversely proportional to compressed pressure and the rate of soot formation. Future work will investigate the sooting behavior of gasoline/ethanol blends.
Helium (He) plays a critical role in numerous areas ranging from the study of celestial objects like brown dwarfs and gas giants to modern-day technologies like nuclear energy and rocket propulsion. For many of these applications, it is essential to have a reliable equation of state (EOS) for He that yields an accurate representation of its thermodynamic behavior. To help constrain and develop such EOS models, we have performed a series of shock-compression experiments on cryogenic liquid He to pressures exceeding 100 GPa using a magnetically accelerated flyer plate on Sandia National Laboratories' Z-machine. We have also performed quantum molecular dynamics simulations that are consistent with our shock measurements. None of the previously available EOSs agree with our experimental and simulation results, motivating the development of a fluid-phase He EOS that we present in this study. Here, we show that our EOS yields good agreement with published data that span temperatures and pressures encountered across a diverse array of applications.
Here a phase-field model is parameterized to study the effect of elastic stresses on the migration of He gas bubbles in Fe under a temperature gradient. Stresses caused by the gas bubble pressure and residual stress in the Fe matrix are considered. The dependence of He bubble migration velocity on the magnitude of the residual stress, average temperature, temperature gradient, and bubble size is measured. In agreement with a theoretical model based on surface diffusion, simulation results demonstrate that He bubbles move towards the high temperature region with velocities in Fe that are orders of magnitude faster than previously reported in UO 2 . It is found that local stresses in the matrix caused by the He bubble have negligible effect on the bubble migration process; however, residual stresses in the Fe matrix, potentially caused by processing or irradiation, can modestly modify bubble kinetics through pressure dependence of the He diffusion coefficients. Compressive residual stress decreases diffusion coefficients for bulk and surface diffusion mechanisms, thus reducing the migration velocity of the gas bubble. In contrast, tensile residual stress increases the diffusion coefficients, resulting in an increase in the gas bubble migration velocity. This pressure dependence is also consistent with a theoretical model. This phase field model lays the foundation for analysis of bubble coalescence-induced fracture in He bubble-containing steels.
The nitric oxide planar laser-induced fluorescence (NO PLIF) imaging was used to characterize the air flow of the NASA Langley Arc Heated Scramjet Test Facility (AHSTF) configured with a Mach 6 nozzle. The arc raises the enthalpy of the test gas in AHSTF, producing nitric oxide. Nitric oxide persists as the temperature drops through the nozzle into the test section. NO PLIF was used to qualitatively visualize the flowfield at different experimental conditions, measure the temperature of the gas flow exiting the facility nozzle, and visualize the wave structure downstream of the nozzle at different operating conditions. Uniformity and repeatability of the nozzle flow were assessed. Expansion and compression waves on the free-jet shear layer as the nozzle flow expands into the test section were visualized. The main purpose of these experiments was to assess the uniformity of the NO in the freestream gas for planned experiments, in which NO PLIF will be used for qualitative fuel-mole-fraction sensitive imaging. The shot-to-shot fluctuations in the PLIF signal, caused by variations in the overall laser intensity as well as NO concentration and temperature variations in the flow was 20-25% of the mean signal, as determined by taking the standard deviation of a set of images obtained at constant conditions and dividing by the mean. The fluctuations within individual images, caused by laser sheet spatial variations as well as NO concentration and temperature variations in the flow, were about 28% of the mean in images, determined by taking standard deviation within individual images, dividing by the mean in the same image and averaged over the set of images. Applying an averaged laser sheet intensity correction reduced the within-image intensity fluctuations to about 10% suggesting that the NO concentration is uniform to within 10%. There was no significant difference in flow uniformity between the low and high enthalpy settings. While not strictly quantitative, the temperature maps show qualitative agreement with the computations of the flow.
Here, in this paper, a Volume of Fluid method which uses a Stratified Flow model for flux calculation is proposed to solve a compressible multiphase flow in a way that has high parallel efficiency. The solver is part of an open-source computing tool to study fuel entrainment and combustion in the application of paraffin-based hybrid rocket motors. This paper focuses on the compressible Volume of Fluid solver for the liquid and gaseous phases in this environment. This solver uses perfect gas and stiffened gas models for equation of state, with the ability to easily add other models as desired. Additionally a comparison of a Riemann solver versus an AUSM+up scheme is conducted, showing improvement with the later in the solution of multiphase flows. This solver successfully reproduces shock tube cases with the expected accuracy, as well as simulating two-dimensional shear and gravity-driven flows. Results also show that the code is able to utilize a Stratified Flow model to evaluate shear flow without the need for interface reconstruction or gradient calculations. Finally, it is shown that the solver has near-ideal scaling under strong scaling tests as well as good performance in static scaling, giving improved performance over current options and implying future advancement of high-performance computing efficiency for multiphase flow solvers.
Here, this work investigates the ignition and flame development processes of low reactivity fuel combustion under compression ignition conditions based on the large eddy simulation approach. The chemical explosive mode analysis (CEMA) is employed to characterize the local combustion features, including gas-liquid fuel zone, auto-ignition, diffusion-assisted, extinction, cool flame and post-ignition zone, among which auto-ignition and post-ignition are found to play a key role in the overall heat release process. The local flame propagation modes in gasoline compression ignition (GCI) are determined by quantifying the relative magnitude of diffusion/chemistry at a representative progress variable in the pre-ignition zone. The results show that autoignition fronts and deflagration waves exist simultaneously in the ignition and intense high temperature heat release (HTHR) stages, but autoignition fronts dominate. In addition, the chemical kinetic processes of four heat release periods are analyzed. The heat release during the ignition period is found to be dominated by the reactions CH 3 + H (+M) <=> CH 4 (+M) and CH 3 CHO + H <=> CH 2 CHO + H 2 . The reaction CH 2 OH + OH <=> CH 2 O + H 2 O always plays an important role in the heat releases during the other three combustion stages including intense HTHR, moderate HTHR and post-combustion.
The real gas phenomena dominate the relaxation process occurring in the flow around hypersonic vehicles. The air flow around these vehicles undergoes vibrational excitation, chemical dissociation, and ionization. These chemical and kinetic phenomena absorb energy, change compressibility, cause temperature to fall, and density to rise. In high-altitude, low density environments, the characteristic thicknesses of the shock layers can be smaller than the relaxation distances required for the gas to attain chemical and thermodynamic equilibrium. To determine the effects of chemical nonequilibrium over a realistic hypersonic vehicle, it would be desirable to conduct an experiment in which all aspects of fluid flow are simulated. Such an experiment is extremely difficult to setup. The only practical alternative is to develop a theoretical model of the phenomena and to compute the flow around the vehicle including the chemical nonequilibrium, and compare the results with the experiments conducted in the facilities under conditions where only a portion of the flow phenomena is simulated. Three types of experimental data are needed to assist the aerospace community in this model development process: (1) data which will enhance our phenomenological understanding of the relaxation process, (2) data on rate reactions for the relevant reactions, and (3) data on bulk properties, such as spectral radiation emitted by the gas, for a given set of aerodynamic conditions. NASA Ames is in a process of collecting such data by simulating the required aerothermochemical conditions in an electric arc driven shock tube.