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At least 1,009 records · Page 56
All sourcesNASA NTRSDOE OSTI
NASA NTRS1954

Performance of 15-Stage Experimental J71 Axial-Flow Compressor: II - Individual Stage Performance Characteristics

The first four stages were found to cause a major part of the poor low-speed efficiency of this compressor. The low design-speed over-all pressure ratio at surge was caused by the first and the twelfth to fifteenth stages. The multiple over-all performance curves in the intermediate-speed range were at least partly the result of double-branched characteristic curves for the third and seventh stages.

Lucas, James G.↗
NASA NTRS1951

Matching Characteristics of J35-A-23 Compressor and Two-stage Turbine

Component data on the J35-A-23 compressor and two-stage turbine were used to determine the problems in matching the two units for operatio n in a turbojet engine. Possible operating regions were determined an d an equilibrium operating line was also determined for the assumed c onditions of zero flight speed and a jet nozzle area approximately 5. 5 percent greater than the wide-open nozzle area.

Dugan, James F., Jr.↗
NASA NTRS1948

Vibration Survey of Blades in 19XB Axial-Flow Compressor: Preliminary Engine Investigation - 3

Strain gages were used to measure blade vibrations possibly causing failure in the 10-stage compressor of the 19XB jet-propulsion engine. The seventh and tenth stages were of great concern as a result of failures experienced by the manufacturer. Strain-gage records were obtained from all stages during acceleration, deceleration, and constant speed runs. Curves are presented herein showing the maximum allowable vibratory stress for a given speed, the change of the damping coefficient with the mounting of a strain gage at the base of the blade, the effect of rotor speed, on blade natural frequency, and the effect of the order of first bending-mode vibration on stress. It was found that for all stages the lower the order of vibration the higher the stress but no destructive vibrations were detected.

Meyer, Andre J., Jr.↗
NASA NTRS2011

Miniature high speed compressor having embedded permanent magnet motor

A high speed centrifugal compressor for compressing fluids includes a permanent magnet synchronous motor (PMSM) having a hollow shaft, the being supported on its ends by ball bearing supports. A permanent magnet core is embedded inside the shaft. A stator with a winding is located radially outward of the shaft. The PMSM includes a rotor including at least one impeller secured to the shaft or integrated with the shaft as a single piece. The rotor is a high rigidity rotor providing a bending mode speed of at least 100,000 RPM which advantageously permits implementation of relatively low-cost ball bearing supports.

Zhou, Lei↗
NASA NTRS2018

Orifice Mass Flow Calculation in NASA's W-8 Single Stage Axial Compressor Facility

Updates to the orifice mass flow calculation for the W-8 Single Stage Axial Compressor Facility at NASA Glenn Research Center are provided to include the effect of humidity and incorporate ISO 5167. A methodology for including the effect of humidity into the inlet orifice mass flow calculation is provided. Orifice mass flow calculations provided by ASME PTC-19.5-2004, ASME MFC-3M-2004, ASME Fluid Meters, and ISO 5167 are compared for W-8's atmospheric inlet orifice plate. Differences in expansion factor and discharge coefficient given by these standards give a variation of about +/- 75% mass flow except for a few cases. A comparison of the calculations with an inlet static pressure mass flow correlation and a fan exit mass flow integration using test data from a 2017 turbofan rotor test in W-8 show good agreement between the inlet static pressure mass flow correlation, ISO 5167, and ASME Fluid Meters. While W-8's atmospheric inlet orifice plate violates the pipe diameter limit defined by each of the standards, the ISO 5167 is chosen to be the primary orifice mass flow calculation to use in the W-8 facility.

Aerodynamics↗
NASA NTRSDate not supplied

Upgrades to the Single Stage Axial Compressor and Fan Facility For Low Pressure Ratio and Boundary Layer Ingesting Fan Research

Next generation aircraft engine efficiency goals will be met through high bypass ratio engines. To achieve these goals, a combination of small core and low pressure ratio fan technologies will be necessary. Additionally, advanced propulsion air-frame integration concepts, such as boundary layer propulsion, and distributed electrically driven fans with short inlets or wing integration strategies, are beginning to be investigated for their potential fuel burn savings. In order to realize the potential fuel savings from these technologies, it is necessary to have testing capabilities for the components. The NASA Glenn Research Center (GRC) Single StageAxial Fan and Compressor Facility (also called the GRC W-8Facility) has recently undergone several significant upgrades in order to effectively test low pressure ratio fans and various inlet distortions. This paper will outline various challenges to testing low pressure ratio fans and the methods implemented to ensure that the W-8 facility is capable of performing these tests and acquiring high quality data. The upgrades include significant pip-ing upgrades to reduce pressure loss and turbulence, capability for inlet total pressure and swirl distortion, increased test section length including a longer shaft, a two component balance, an up-graded rotating data system, and a new temperature characterization to reduce uncertainties in thermocouple measurements

W-8 Facility↗
NASA NTRSDate not supplied

Upgrades to the Single Stage Axial Compressor and Fan Facility For Low Pressure Ratio and Boundary Layer Ingesting Fan Research

Next generation aircraft engine efficiency goals will be met through high bypass ratio engines. To achieve these goals, a combination of small core and low pressure ratio fan technologies will be necessary. Additionally, advanced propulsion airframe integration concepts, such as boundary layer propulsion, and distributed electrically driven fans with short inlets or wing integration strategies, are beginning to be investigated for their potential fuel burn savings. In order to realize the potential fuel savings from these technologies, it is necessary to have testing capabilities for the components. The NASA Glenn Research Center (GRC) Single Stage Axial Fan and Compressor Facility (also called the GRC W-8 Facility) has recently undergone several significant upgrades in order to effectively test low pressure ratio fans and various inlet distortions. This paper will outline various challenges to testing low pressure ratio fans and the methods implemented to ensure that the W-8 facility is capable of performing these tests and acquiring high quality data. The upgrades include significant piping upgrades to reduce pressure loss and turbulence, capability for inlet total pressure and swirl distortion, increased test section length including a longer shaft, a two component balance, an upgraded rotating data system, and a new temperature characterization to reduce uncertainties in thermocouple measurements.

W-8 facitlity↗
NASA NTRSDate not supplied

Modeling the Integrated Thermal Amine Scrubber and Air Cooled-Temperature Swing Adsorbent Compressor

As part of a larger CO2 removal architecture study, a model was developed in Aspen Custom Modeler of the Thermal Amine Scrubber (TAS), an ISS flight experiment intended to scrub CO2 from the cabin air. In order to minimize mass losses, it was determined the TAS should work in conjunction with the Air Cooled-Temperature Swing Adsorption Compressor (AC-TSAC) to reduce the CO2 for O2 production. First the TAS removes CO2 from the cabin atmosphere, then the AC-TSAC compresses the CO2 and feeds it in a steady steam to a Sabatier or Bosch process. This document details an effort to add a model of the AC-TSAC to the existing TAS model to determine if the two hardware systems will have deleterious effects on each other’s performance. It was found the AC-TSAC provided sufficient vacuum for the TAS’s desorption to occur, but not the same level of vacuum as space vacuum. This lower quality vacuum led to a reduction in the total cyclical uptake capacity of the TAS and thus a lower CO2 removal under the same conditions. The TAS did not remove enough CO2 to fill the AC-TSAC bed to capacity during the production phase which caused the AC-TSAC to run out of CO2 during production. This renders the addition of the AC-TSAC pointless. It is believed these effects can be overcome with a redesign of one or both systems.

TAS↗
NASA NTRS2025

Converter Compressor Building, SWMU 089 Monitoring Well 21 Area Implementation Work Plan Kennedy Space Center, Florida

This Implementation Work Plan (IWP) was prepared by Tetra Tech, Inc., for the National Aeronautics and Space Administration (NASA) under Indefinite Delivery Indefinite Quantity (IDIQ) Contract 80KSC019D0011/80KSC019F0070, for the implementation of a bioremediation Interim Measure (IM) at the Converter Compressor Building (CCB) site located at Kennedy Space Center (KSC), Florida. The location of CCB within KSC is shown on Figure A-1. CCB has been designated as Solid Waste Management Unit (SWMU) 089 under KSC’s Resource Conservation and Recovery Act (RCRA) Corrective Action Program. The overall Corrective Action Objective (CAO) for CCB is to reduce concentrations of trichloroethene (TCE), cis-1,2-dichloroethene (cDCE), trans-1,2-dichloroethene (tDCE), and vinyl chloride (VC) to less than State of Florida Groundwater Cleanup Target Levels (GCTLs). The objective for the IM associated with this IM is to reduce groundwater concentrations for the contaminants of concern (COCs) to less than their Natural Default Attenuation Concentrations (NADCs) within the Monitoring Well 21 Area (herein referred to as MW21 Area) via bioremediation injections to support transition to long term monitoring (LTM). This IWP describes the activities that will be performed for the treatment of the MW21 Area. The Revision 1 CCB MW21 Area Interim Measure Work Plan (IMWP; NASA, 2024), which was approved by the Florida Department of Environmental Protection (FDEP) on December 26, 2024, was used as the design basis for this IWP.

Mark Jonnet↗
DOE OSTI2020

Method of construction for internally cooled diaphragms for centrifugal compressor

An internally-cooled compressor is provided including a casing and a diaphragm disposed in the casing. The diaphragm includes a diaphragm box defining a plurality of box channels and a bulb defining a plurality of bulb channels. A plurality of return channel vanes connect the diaphragm box and bulb in fluid communication, such that each return channel vane defines a plurality of return vane conduits coupled in fluid communication with the plurality of box channels and the plurality of bulb channels thereby forming a section of a cooling pathway. The cooling pathway is configured such that a cooling agent introduced from an external coolant source into the diaphragm box and flowing through a box channel flows through a return vane conduit into and through a bulb channel and back through another return vane conduit into another box channel before flowing back to the external coolant source.

42 ENGINEERING↗
DOE OSTI2021

Radial Compressor Design and Off-Design for Trans-critical CO2 Operating Conditions

Presentation for the The 7th International Supercritical CO2 Power Cycles Symposium, February 21 – 24, 2022, San Antonio, Texas. A multi-staged intercooled centrifugal compressor design is performed for an indirect-fired sCO2 cycle and the design point data are used to generate the performance maps using a 2D mean-line analysis code. Fluid and turbomachinery similarity laws are applied to find an appropriate surrogate ideal gas fluid to be used in the design and performance map generation codes. The performance maps are then scaled back for the sCO2 fluid case using the affinity laws.

Uysal, Selcuk Can↗
DOE OSTI2023

Apparatus and system for controlling power to an air conditioning compressor for a vehicle

A climate control system for vehicles includes an internal combustion engine that may be coupled to selectively power a first motor generator, and an air conditioning compressor that may be selectively powered by one or both of the first motor generator and a second motor generator, or by the internal combustion engine. The system may include a rechargeable battery, and a vehicle controller having a vehicle state circuit structured to determine a vehicle operating condition value and a state-of-charge value of the rechargeable battery, and a coupling determination circuit structured to provide an internal combustion engine-first motor generator coupling command in response to the vehicle operating condition value and the state-of-charge value. In response to the internal combustion engine-first motor generator coupling command being provided as coupled, the internal combustion engine may power the first motor generator.

Kumar, Mahesh Madurai↗
DOE OSTI2023

Warm Compressor system Overview and status of the PIP-II cryogenic system

The Proton Improvement Plan-II (PIP-II) is a major upgrade to the Fermilab accelerator complex, featuring a new 800-MeV Superconducting Radio-Frequency (SRF) linear accelerator (Linac) powering the accelerator complex to provide the world's most intense high-energy neutrino beam. The PIP-II Linac consists of 23 SRF cryomodules operating at 2 K, 5 K, and 40 K temperature levels supplied by a single helium cryoplant providing 2.5 kW of cooling capacity at 2.0 K. The PIP-II cryogenic system consists of two major systems: a helium cryogenic plant and a cryogenic distribution system. The cryogenic plant includes a refrigerator cold box, a warm compressor system, and helium storage, recovery, and purification systems. The cryogenic distribution system includes a distribution box, intermediate transfer line, and a tunnel transfer line consisting of modular bayonet cans which supply and return cryogens to the cryomodules. A turnaround can is located at the end of the Linac to turnaround cryogenic flows. This paper describes the layout, design, and current status of the PIP-II cryogenic system.

43 PARTICLE ACCELERATORS↗
DOE OSTI2024

Fuel driven near isothermal compressor

A gas compressor system includes a compression liquid holding tank in fluid communication with a combustion tank. A combustible fluid is directed to the combustion tank. An ignition system is provided for igniting the combustible fluid. A compression liquid flows between the liquid holding tank, the combustion tank, and a compression tank. A compressible gas is provided in the compression tank. The ignition of the combustible fluid drives the compression liquid from the combustion tank to the compression tank, compressing the compressible liquid. An HVAC&R system and a method of compressing gas are also disclosed.

Momen, Ayyoub Mehdizadeh↗