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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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This paper considers the problem of reorienting a constellation of spacecraft such that the fuel distributed across the constellation is both conserved and expended uniformly.
The state of the boundary layer on space re-entry vehicles significantly affects the design of the thermal protection system. However, the physical mechanism that leads to the laminar-turbulent boundary-layer transition on blunt spherical capsules remains an open question in literature. This work numerically assesses the potential of roughness-induced non-modal disturbance growth on re-entry capsules with a spherical-section forebody by optimal transient-growth theory and direct numerical simulation. Two different sets of wind-tunnel experiments are considered. Optimal transient-growth studies have been performed for the blunt capsule experiments at Mach 5.9 in the Hypersonic Ludwieg tube Braunschweig (HLB) of the Technische Universitat Braunschweig. In some of these measurements, the capsule model was equipped with a specifically designed patch of distributed micron-sized surface roughness. The transient-growth results for the HLB capsule are compared to corresponding numerical data for a Mach 6 blunt capsule experiment in the Adjustable Contour Expansion (ACE) facility of the Texas A&M University (TAMU) at lower Reynolds number. Similar trends are observed for both configurations. In particular, a rather low maximum energy gain is noted for the surface temperature conditions of the experiments. It is shown that the surface temperature dependence of the optimal transient-growth results is very similar for both capsule configurations. Moreover, the generation of stationary disturbances by well-defined roughness patches on the capsule surface is studied for the conditions of the HLB experiment using direct numerical simulations (DNS). To help explain the observed laminar-turbulent transition downstream of the roughness patch in some of the HLB capsule experiments, additional simulations were carried out to study the evolution of unsteady perturbations within the steady disturbance flow field due to the roughness patch. However, the DNS did not provide any indication of modal or non-modal disturbance growth in the wake of the roughness patch, and hence, the physical mechanism underlying the observed onset of transition remains unknown.
Structural shape design sensitivity analysis (DSA) is presented for objects subjected to gravity, centrifugal, and general thermal loading. DSA employs implicit differentiation of the governing boundary integral equations. Both a surface integral and a particular integral approach are discussed for computation of these effects in response analysis and sensitivity analysis. It is shown that the particular integral approach is capable of computing the sensitivities of objects subjected to nonharmonic temperature distributions. Attention is also given to several techniques for the modeling of temperature distributions in the DSA process. In particular, an approach that eliminates the need for the incorporation of thermal response analysis and sensitivity analysis is described in the overall shape optimization process. A sharp corner formulation is also presented that can account for the jump in the surface traction components at a sharp corner in an interzone boundary.
Autonomous power-distribution system includes power-control equipment and automation equipment. System automatically schedules connection of power to loads and reconfigures itself when it detects fault. Potential terrestrial applications include optimization of consumption of power in homes, power supplies for autonomous land vehicles and vessels, and power supplies for automated industrial processes.
The Management and Security Expert (MASE) is a distributed expert system that monitors the operating systems and applications of a network. It is capable of gleaning the information provided by the different operating systems in order to optimize hardware and software performance; recognize potential hardware and/or software failure, and either repair the problem before it becomes an emergency, or notify the systems manager of the problem; and monitor applications and known security holes for indications of an intruder or virus. MASE can eradicate much of the guess work of system management.
Recent advances in parallel methods and algorithms integrated into large-scale codes are presented. Consideration is given to problem decomposition (substructuring), efficient matrix solution algorithms for shared memory architectures, dynamic and transient analysis algorithms for shared memory architectures, and algorithms for distributed and massively parallel architectures. Particular attention is given to partitioning of unstructured problems for parallel processing, parallel-vector computation for linear-structural analysis and nonlinear unconstraint optimization problems, a parallel-vector equation solver for unsymmetric matrices on supercomputers, parallel nonlinear finite element dynamic response, multigrid algorithms for solving structural mechanics problems on supercomputers, structural analysis on massively parallel computers, explicit finite element methods with contact-impact on SIMD computers, and the impact of mapping and sparsity on parallelized finite element method modules.
The purposes of the computer tools for face seal analysis are new product optimization, existing seals on new applications, existing seals on off-duty conditions, and trouble-shooting. Discussed in this viewgraph presentation are interface forces, friction/heat generation, heat transfer/temperature distribution, axisymmetric pressure/thermal distortion, leakage, and an example case.
An analytical assessment has been made of the reliability of using integrated microactuators and sensors in the form of piezoceramics and piezopolymers as joint integrity monitors in trussed systems. The concept is first implemented for a simple structure which consists of two truss members with a 45 deg lift angle joined at the apex. A piezoceramic patch (or piezopolymer film) bonded on the surface of one of the members at a location near the joint is used as a collocated actuator/sensor. The overall structural dynamic response under an excitation was modeled by finite element method. Different degrees of nodal constraints at the joints representing various degrees of joint integrity are employed. The resulting dynamic response showed distinct responses for varying joint stiffnesses. Parallel experimental work on a truss model using a multichannel data acquisition system and a digital signal analyzer confirms the results from analysis. We further studied the sensitivity of the micro-sensors to the behavior of joints of large arch truss structure. Results obtained for large trusses with many degrees of freedom indicate optimum locations of sensors for which the dynamic response signatures are distinct and distinguishable for relatively small changes in joint integrity and/or structural geometry. Computations based on finite element modeling show that locating the single actuator/sensor at the joint corresponding to the first loss of static stability appear optimal. Hence, static stability analysis of complex trusses can give us a good indication of the optimum placement of sensors for maximum response. This observation is important if few distributed sensors and actuators are available for placement in constructed facilities made from large trusses with many degrees of freedom. As an extension of this work a dynamic response signature identification technique to monitor in-service degradation of joints is under development for application to the monitoring of the integrity of adhesive joints in composite structures.
The primary objectives of this study were to expand the data base showing the effects of LE radius distribution and corresponding . sensitivity to Rn at subsonic and transonic conditions, and to assess the predictive capability of CFD for these effects. Several key elements led to the initiation of this project: 1) the necessity of meeting multipoint design requirements to enable a viable HSCT, 2) the demonstration that blunt supersonic leading-edges can be associated with performance gain at supersonic speeds , and 3) limited data. A test of a modified Reference H model with the TCA planform and 2 LE radius distributions was performed in the NTF, in addition to Navier-Stokes analysis for an additional 3 LE radius distributions. Results indicate that there is a tremendous potential to improve high-lift performance through the use of a blunt LE across the span given an integrated, fully optimized design, and that low Rn data alone is probably not sufficient to demonstrate the benefit.
The primary objectives of this study were to expand the data base showing the effects of LE radius distribution and corresponding sensitivity to Rn at subsonic and transonic conditions, and to assess the predictive capability of CFD for these effects. Several key elements led to the initiation of this project: 1) the necessity of meeting multipoint design requirements to enable a viable HSCT, 2) the demonstration that blunt supersonic leading-edges can be associated with performance gain at supersonic speeds , and 3) limited data. A test of a modified Reference H model with the TCA planform and 2 LE radius distributions was performed in the NTF, in addition to Navier-Stokes analysis for an additional 3 LE radius distributions. Results indicate that there is a tremendous potential to improve high-lift performance through the use of a blunt LE across the span given an integrated, fully optimized design, and that low Rn data alone is probably not sufficient to demonstrate the benefit.
We have applied formal experiment design and analysis to optimize the measurement of temperature in a supersonic combustor at NASA Langley Research Center. We used the coherent anti-Stokes Raman spectroscopy (CARS) technique to map the temperature distribution in the flowfield downstream of an 1160 K, Mach 2 freestream into which supersonic hydrogen fuel is injected at an angle of 30 degrees. CARS thermometry is inherently a single-point measurement technique; it was used to map thc flow by translating the measurement volume through the flowfield. The method known as "Modern Design of Experiments" (MDOE) was used to estimate the data volume required, design the test matrix, perform the experiment and analyze the resulting data. MDOE allowed us to match the volume of data acquired to the precision requirements of the customer. Furthermore, one aspect of MDOE, known as response surface methodology, allowed us to develop precise maps of the flowfield temperature, allowing interpolation between measurement points. An analytic function in two spatial variables was fit to the data from a single measurement plane. Fitting with a Cosine Series Bivariate Function allowed the mean temperature to be mapped with 95% confidence interval half-widths of +/- 30 Kelvin, comfortably meeting the confidence of +/- 50 Kelvin specified prior to performing the experiments. We estimate that applying MDOE to the present experiment saved a factor of 5 in data volume acquired, compared to experiments executed in the traditional manner. Furthermore, the precision requirements could have been met with less than half the data acquired.
Much of what we know about the large scale characteristics of the Okhotsk Sea ice cover comes from ice concentration maps derived from passive microwave data. To understand what these satellite data represents in a highly divergent and rapidly changing environment like the Okhotsk Sea, we analyzed concurrent satellite, aircraft, and ship data and characterized the sea ice cover at different scales from meters to tens of kilometers. Through comparative analysis of surface features using co-registered data from visible, infrared and microwave channels we evaluated how the general radiative and physical characteristics of the ice cover changes as well as quantify the distribution of different ice types in the region. Ice concentration maps from AMSR-E using the standard sets of channels, and also only the 89 GHz channel for optimal resolution, are compared with aircraft and high resolution visible data and while the standard set provides consistent results, the 89 GHz provides the means to observe mesoscale patterns and some unique features of the ice cover. Analysis of MODIS data reveals that thick ice types represents about 37% of the ice cover indicating that young and new ice represent a large fraction of the lice cover that averages about 90% ice concentration, according to passive microwave data. A rapid decline of -9% and -12 % per decade is observed suggesting warming signals but further studies are required because of aforementioned characteristics and because the length of the ice season is decreasing by only 2 to 4 days per decade.
Much of what we know about the large scale characteristics of the Okhotsk Sea ice cover has been provided by ice concentration maps derived from passive microwave data. To understand what satellite data represent in a highly divergent and rapidly changing environment like the Okhotsk Sea, we take advantage of concurrent satellite, aircraft, and ship data acquired on 7 February and characterized the sea ice cover at different scales from meters to hundreds of kilometers. Through comparative analysis of surface features using co-registered data from visible, infrared and microwave channels we evaluated the general radiative and physical characteristics of the ice cover as well as quantify the distribution of different ice types in the region. Ice concentration maps from AMSR-E using the standard sets of channels, and also only the 89 GHz channel for optimal resolution, are compared with aircraft and high resolution visible data and while the standard set provides consistent results, the 89 GHz provides the means to observe mesoscale patterns and some unique features of the ice cover. Analysis of MODIS data reveals that thick ice types represents about 37% of the ice cover indicating that young and new ice types represent a large fraction of the ice cover that averages about 90% ice concentration according to passive microwave data. These results are used to interpret historical data that indicate that the Okhotsk Sea ice extent and area are declining at a rapid rate of about -9% and -12 % per decade, respectively.
Testing large-scale systems is expensive in terms of both time and money. Running simulations early in the process is a proven method of finding the design faults likely to lead to critical system failures, but determining the exact cause of those errors is still time-consuming and requires access to a limited number of domain experts. It is desirable to find an automated method that explores the large number of combinations and is able to isolate likely fault points. Treatment learning is a subset of minimal contrast-set learning that, rather than classifying data into distinct categories, focuses on finding the unique factors that lead to a particular classification. That is, they find the smallest change to the data that causes the largest change in the class distribution. These treatments, when imposed, are able to identify the settings most likely to cause a mission-critical failure. This research benchmarks two treatment learning methods against standard optimization techniques across three complex systems, including two projects from the Robust Software Engineering (RSE) group within the National Aeronautics and Space Administration (NASA) Ames Research Center. It is shown that these treatment learners are both faster than traditional methods and show demonstrably better results.
Aviation has experienced one hundred years of evolution, resulting in the current air transportation system dominated by commercial airliners in a hub and spoke infrastructure. While the first fifty years involved disruptive technologies that required frequent vehicle adaptation, the second fifty years produced a stable evolutionary optimization of decreasing costs with increasing safety. This optimization has resulted in traits favoring a centralized service model with high vehicle productivity and cost efficiency. However, it may also have resulted in a system that is not sufficiently robust to withstand significant system disturbances. Aviation is currently facing rapid change from issues such as environmental damage, terrorism threat, congestion and capacity limitations, and cost of energy. Currently, these issues are leading to a loss of service for weaker spoke markets. These catalysts and a lack of robustness could result in a loss of service for much larger portions of the aviation market. The impact of other competing transportation services may be equally important as casual factors of change. Highway system forecasts indicate a dramatic slow down as congestion reaches a point of non-linearly increasing delay. In the next twenty-five years, there is the potential for aviation to transform itself into a more robust, scalable, adaptive, secure, safe, affordable, convenient, efficient and environmentally friendly system. To achieve these characteristics, the new system will likely be based on a distributed model that enables more direct services. Short range travel is already demonstrating itself to be inefficient with a centralized model, providing opportunities for emergent distributed services through air-taxi models. Technologies from the on-demand revolution in computers and communications are now available as major drivers for aviation on-demand adaptation. Other technologies such as electric propulsion are currently transforming the automobile industry, and will also significantly alter the functionality of future distributed aviation concepts. Many hurdles exist, including technology, regulation, and perception. Aviation has an inherent governmental role not present in other recent on-demand transformations, which may pose a risk of curtailing aviation democratization .
The X-57 Maxwell is an all-electric airplane that implements a distributed electric propulsion system to demonstrate that high-efficiency electric propulsion can be integrated with aerodynamics to increase the performance of an airplane. To this end, distributed electric fans were installed on the wing to provide increased flow over the wing at the low takeoff and landing speeds of the X-57. The low-speed lift augmentation allows for a reduction in wing area for cruise optimization. The X-57 wing area was reduced to 42 percent of the wing area of the baseline aircraft, a Tecnam P2006T. With this reduced wing area and the electric propulsion system, it is estimated that the X-57 will cruise on less than one-third the total energy compared to the baseline aircraft. To meet the cruise performance goal at a Mach number of 0.233 at an altitude of 8000 feet, the X-57 has a cruise lift coefficient of 0.7516 and needs to have a cruise drag coefficient of 0.05423 or less. The USM3D computational solver was used to investigate the X-57 performance, without the distributed electric propulsion high-lift system operating. The unpowered X-57 performance is of interest to quantify if the X-57 can meet the cruise drag performance goal, and to document the lift performance of the very small wing at takeoff and landing conditions. The primary configurations investigated in this paper include the cruise configuration with no flap deflection, a takeoff configuration with a 10◦ flap deflection, and a landing configuration with a 30◦ flap deflection. The conditions for the cruise configuration were a flight unit Reynolds number of 1.32E+06 per foot, an altitude of 8000 feet, a Mach number of 0.233, and angles of attack from −2° to 24° . At the cruise lift coefficient of 0.7516, the computed drag coefficient is 0.05275. This computed drag is less than the drag coefficient of 0.05423 that is required to meet the X-57 airplane performance goal. However, the computational airplane is a completely smooth geometry and does not account for protuberance drag, nor the drag from steps and gaps in the actual X-57 airplane. Therefore, based upon the CFD drag calculation there is a 10-percent margin to account for some of the differences between the as-built metal fuselage and empennage construction, and the smooth computational geometry. The computed cruise drag also does not account for an induced drag reduction due to the wing-tip propellers and a drag reduction due to laminar flow achieved on the wing. The computed lift to drag ratio is 14.14 at the cruise lift coefficient of 0.7516, and the maximum computed lift to drag ratio is 15.8. The maximum lift coefficient for the cruise configuration was 2.13 at an angle of attack of 15°. The conditions for the takeoff configuration with a 10° flap deflection were a flight unit Reynolds number of 0.986E+06 per foot, an altitude of 2500 feet, a Mach number of 0.149, and angles of attack from −2° to 22°. The maximum lift coefficient for the takeoff configuration was 2.21 at an angle of attack of 16°. The conditions for the landing configuration with a 30° flap deflection were a flight unit Reynolds number of 0.922E+06 per foot, an altitude of 2500 feet, a Mach number of 0.139, and angles of attack from −2° to 24°. The maximum lift coefficient for the landing configuration was 2.58 and occurred at two angles of attack, 10° and 14°. Based on the unpowered maximum lift coefficient of 2.58 for the 30° flap deflection, along with computations of the distributed electric propulsion lift augmentation (not shown in this paper), the X-57 Maxwell is estimated to meet its powered landing goal of a maximum lift coefficient of 4.0.
In measuring the size distribution of artificial fog particles, it is important that the natural state of the particles not be disturbed by the measuring device, such as occurs when samples are drawn through tubes. This paper describes a method for carrying out such a measurement by allowing the fog particles to settle in quiet air inside an enclosure through which traverses a parallel beam of light for measuring the optical depth as a function of time. An analytic function fit to the optical depth time decay curve can be directly inverted to yield the size distribution. Results of one such experiment performed on artificial fogs are shown as an example. The forwardscattering corrections to the measured extinction coefficient are also discussed with the aim of optimizing the experimental design so that the error due to forwardscattering is minimized.
The Medium Energy Particles Experiment (MEPE) on board ISEE 1 and 2 consists of the WIM instrument on ISEE 1 and the KED instrument on ISEE 2. Both instruments employ solid-state detectors and magnetic analysis to measure the angular, energy, and intensity distributions of protons (ions) above 24 keV and electrons above 20 keV. The WIM instrument also includes a composition measurement employing Delta E-by-E and time-of-flight techniques. Three-parameter analysis is performed above 250 keV/nucleon, and single parameter analysis is performed above 125 keV/nucleon for helium through oxygen. Three-dimensional angular distributions are obtained through the use of a scan platform in the WIM instrument and multiple detector heads in the KED instrument. A variety of operational modes are used to optimize data collection from both instruments. Resolutions up to 128 channels in energy, 192 samples over the unit sphere in angle, and 0.095 sec in time are available.