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At least 1,153 records · Page 64

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NASA NTRS1979

A 15kWe (nominal) solar thermal electric power conversion concept definition study: Steam Rankine reheat reciprocator system

An evaluation was made of the potential of a steam Rankine reheat reciprocator engine to operate at high efficiency in a point-focusing distributed receiver solar thermal-electric power system. The scope of the study included the engine system and electric generator; not included was the solar collector/mirror or the steam generator/receiver. A parametric analysis of steam conditions was completed leading to the selection of 973 K 12.1 MPa as the steam temperature/pressure for a conceptual design. A conceptual design was completed for a two cylinder/ opposed engine operating at 1800 rpm directly coupled to a commercially available induction generator. A unique part of the expander design is the use of carbon/graphite piston rings to eliminate the need for using oil as an upper cylinder lubricant. The evaluation included a system weight estimate of 230 kg at the mirror focal point with the condenser mounted separately on the ground. The estimated cost of the overall system is $1932 or $90/kW for the maximum 26 kW output.

Fuller, H.↗

DOE OSTI2023

Effect of Split-Injection Strategies on Engine Performance and Emissions under Cold-Start Operation

The recently concluded partnership for advancing combustion engines (PACE) was a US Department of Energy consortium involving multiple national laboratories focused on addressing key efficiency and emission barriers in light-duty engines. Generation of detailed experimental data and modeling capabilities to understand and predict cold-start behavior was a major pillar in this program. Cold-start, as defined by the time between first engine crank and three-way catalyst light-off, is responsible for a large percentage of NOx, unburned hydrocarbon, and particulate matter emissions in light-duty engines. Minimizing emissions during cold-start is a trade-off between achieving faster three-way catalyst light-off, and engine out emissions during that period. In this study, engine performance, emissions, and catalyst warmup potential were monitored while the engine was operated using a single direct injection (baseline case) as well as a two-way-equal-split direct injection strategy. These injection strategies were analyzed at a range of cold-start-operation relevant retarded spark timings of up to 25 degrees after top dead center of firing (dATDCf). A stoichiometric 2-bar NIMEP steady-state condition was used for all cases to simulate cold-start operation. Significant improvement in engine stability was observed with the two-way-split injection strategy at the retarded spark timings allowing for up to 2.5x increase in exhaust heat rate when engine operation is stability constrained. Similar fuel-loss-to-oil trends with exhaust heat rate were observed for both single and two-way-split injection strategies. However, the two-way split injection was observed to produce higher NOx emissions per unit exhaust heat rate. A single data point run with three-way-split direct injection at a very retarded spark-timing of 30 dATDCf pointed to further improvements in engine stability and reduction in fuel-loss-to-oil as compared to single injection strategy. Engine stability decreased as spark timing was initially retarded with a single injection but was observed to plateau and stabilize beyond spark timing of 10 dATDCf. Finally, for the two-way-split-injection strategy, retarding the start of injection (SOI) timing of the second injection led to a decrease in engine stability as well as an increase in soot emissions.

42 ENGINEERING↗

NASA NTRS1955

Preliminary Results of the Determination of Inlet-Pressure Distortion Effects on Compressor Stall and Altitude Operating Limits of the J57-P-1 Turbojet Engine

During an investigation of the J57-P-1 turbojet engine in the Lewis altitude wind tunnel, effects of inlet-flow distortion on engine stall characteristics and operating limits were determined. In addition to a uniform inlet-flow profile, the inlet-pressure distortions imposed included two radial, two circumferential, and one combined radial-circumferential profile. Data were obtained over a range of compressor speeds at an altitude of 50,000 and a flight Mach number of 0.8; in addition, the high- and low-speed engine operating limits were investigated up to the maximum operable altitude. The effect of changing the compressor bleed position on the stall and operating limits was determined for one of the inlet distortions. The circumferential distortions lowered the compressor stall pressure ratios; this resulted in less fuel-flow margin between steady-state operation and compressor stall. Consequently, the altitude operating Limits with circumferential distortions were reduced compared with the uniform inlet profile. Radial inlet-pressure distortions increased the pressure ratio required for compressor stall over that obtained with uniform inlet flow; this resulted in higher altitude operating limits. Likewise, the stall-limit fuel flows required with the radial inlet-pressure distortions were considerably higher than those obtained with the uniform inlet-pressure profile. A combined radial-circumferential inlet distortion had effects on the engine similar to the circumferential distortion. Bleeding air between the two compressors eliminated the low-speed stall limit and thus permitted higher altitude operation than was possible without compressor bleed.

Wallner, L. E.↗

NASA NTRS1947

Investigation of the I-40 Jet-Propulsion Engine in the Cleveland Altitude Wind Tunnel. V - Operational Characteristics: Operational Characteristics - 5

An investigation has been conducted in the Cleveland altitude wind tunnel to determine the operational characteristics of the I-40 jet-propulsion engine over a range of pressure altitudes from 10,000 to 50,000 feet and ram-pressure ratios from 1.00 to 1.76. Engine operational data were obtained with the engine in the standard configuration and with various modifications of the fuel system, the electrical system, and the combustion chambers. The effects of altitude and airspeed on operating speed range, starting, windmilli.ng, acceleration, speed regulation, cooling, and vibration of the standard and modified engines were determined, and damage to parts was noted. Maximum engine speed was obtainable at all altitudes and airspeeds wi th each fuel-control system investigated. The minimum idling speed was raised by increases in altitude and airspeed. The lowest minimum stable speeds were obtained with the standard configuration using 40-gallon nozzles with individual metering plugs. The engine was started normally at altitudes as high as 20,000 feet with all of the fuel systems and ignition combinations except one. Ignition at 70,000 feet was difficult and, although successful ignition occurred, acceleration was slow and usually characterized by excessive tail-pipe temperature. During windmilling investigations of the engine equipped with the standard fuel system, the engine could not be started at ram-pressure ratios of 1.1 to 1.7 at altitudes of 10,000, 20,000 and 30,000 feet. When equipped with the production barometric and Monarch 40-gallon nozzles, the engine accelerated in 12 seconds from an engine speed of 6000 rpm to 11,000 rpm at 20,000 feet and an average tail-pipe temperature of 11000 F. At the same altitude and temperature, all the engine configurations had approximately the same rate of acceleration. The Woodward governor produced the safest accelerations, inasmuch as it could be adjusted to automatically prevent acceleration blow out. The engine speed was held constant by the Woodward governor and the Edwards regulator during simulated dives and climbs at constant throttle position. The bearing cooling system was satisfactory at all altitudes and airspeeds. The engines operated without serious failure, although the exhaust cone, the tail pipe, and the airplane fuselage were damaged during altitude starts.

Golladay, Richard L.↗

DOE OSTI2025

Design and Demonstration of a NH3-Fueled Two-Stroke Uniflow Engine for Greenhouse Gas Reduction

The maritime shipping industry is growing increasingly interested in both low and non-carbon-containing fuels to meet future greenhouse gas emission targets. Specifically of interest is ammonia, as it has a relatively high volumetric energy density compared to other future fuels, such as hydrogen, making it more economical to transport. The robust engine architecture of low-speed two-stroke marine engines makes them an ideal candidate for ammonia fuel, overcoming many of the issues surrounding its poor ignitability and low flame speed. If emissions and fueling system challenges can be addressed, retrofits of current low-speed two-stroke dual-fuel engines represent a viable pathway for bringing ammonia engines to market. This study explores these technical hurdles by describing the design, analysis, and experimental validation of a single cylinder research engine converted to operate on ammonia fuel. The engine is a reduced-scale uniflow two-stroke marine engine with two previous hardware configurations available – diesel and high-pressure CNG dual-fuel. A concept study was used to evaluate possible ammonia-fueled engine architectures and the associated tradeoffs and design considerations. With the chosen architecture, low-pressure dual fuel, 1D and 3D analysis tools were used to inform hardware selection and to determine hardware configurations which minimized ammonia-slip. In addition to these considerations the hardware and engine configuration were designed to provide a versatile and robust testing platform. This includes options to test both gaseous and liquid ammonia injection, as well as a wide range of performance parameters such as AFR, swirl, valve timing, SOI, and many others. Design constraints imposed by the existing engine hardware necessitated an iterative loop between design and analysis toolsets, ultimately converging on a final design for the ammonia-conversion hardware. The engine was rebuilt with the new hardware and evaluated in an engine test cell. A new control strategy developed and flashed onto a prototyping electronic control unit allowed for full control over all engine parameters. An initial calibration was developed, providing test data for validation of the engine 1D and 3D models. The impact of the design choices on engine operability and the ability to meet program targets is discussed as well as opportunities for further optimization of the ammonia-conversion hardware, informed by the validated models.

Kaul, Brian [ORNL] (ORCID:0000000184813620)↗

NASA NTRS2012

The Effect of Modified Control Limits on the Performance of a Generic Commercial Aircraft Engine

This paper studies the effect of modifying the control limits of an aircraft engine to obtain additional performance. In an emergency situation, the ability to operate an engine above its normal operating limits and thereby gain additional performance may aid in the recovery of a distressed aircraft. However, the modification of an engine s limits is complex due to the risk of an engine failure. This paper focuses on the tradeoff between enhanced performance and risk of either incurring a mechanical engine failure or compromising engine operability. The ultimate goal is to increase the engine performance, without a large increase in risk of an engine failure, in order to increase the probability of recovering the distressed aircraft. The control limit modifications proposed are to extend the rotor speeds, temperatures, and pressures to allow more thrust to be produced by the engine, or to increase the rotor accelerations and allow the engine to follow a fast transient. These modifications do result in increased performance; however this study indicates that these modifications also lead to an increased risk of engine failure.

Csank, Jeffrey T.↗

NASA NTRS1989

SP-100 power system conceptual design for lunar base applications

A conceptual design is presented for a nuclear power system utilizing an SP-100 reactor and multiple Stirling cycle engines for operation on the lunar surface. Based on the results of this study, it was concluded that this power plant could be a viable option for an evolutionary lunar base. The design concept consists of a 2500 kWt (kilowatt thermal) SP-100 reactor coupled to eight free-piston Stirling engines. Two of the engines are held in reserve to provide conversion system redundancy. The remaining engines operate at 91.7 percent of their rated capacity of 150 kWe. The design power level for this system is 825 kWe. Each engine has a pumped heat-rejection loop connected to a heat pipe radiator. Power system performance, sizing, layout configurations, shielding options, and transmission line characteristics are described. System components and integration options are compared for safety, high performance, low mass, and ease of assembly. The power plant was integrated with a proposed human lunar base concept to ensure mission compatibility. This study should be considered a preliminary investigation; further studies are planned to investigate the effect of different technologies on this baseline design.

Mason, Lee S.↗

DOE OSTI2020

EVALUATION OF CONTROLLED END GAS AUTO IGNITION WITH EXHAUST GAS RECIRCULATION IN A STOICHIOMETRIC, SPARK IGNITED, NATURAL GAS ENGINE

Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Both exhaust gas recirculation and controlled end gas auto-ignition were analyzed with a cooperative fuel research (CFR) engine modified for boosted fuel/air intake. The data was interpreted to provide a proper evaluation of unique analytical methods to quantify the results of C_EGAI and characterize the live auto-ignition events. The control variables for this method of C-EGAI were optimized with EGR conditions to generate the point of peak performance on the CFR engine under stoichiometric, spark ignited, natural gas conditions.

Bayliff, Scott Michael↗

NASA NTRS2007

Revisiting Training and Verification Process Implementation for Risk Reduction on New Missions at NASA Jet Propulsion Laboratory

In 2003 we proposed an effort to develop a core program of standardized training and verification practices and standards against which the implementation of these practices could be measured. The purpose was to provide another means of risk reduction for deep space missions to preclude the likelihood of a repeat of the tragedies of the 1998 Mars missions. We identified six areas where the application of standards and standardization would benefit the overall readiness process for flight projects at JPL. These are Individual Training, Team Training, Interface and Procedure Development, Personnel Certification, Interface and procedure Verification, and Operations Readiness Testing. In this paper we will discuss the progress that has been made in the tasks of developing the proposed infrastructure in each of these areas. Specifically we will address the Position Training and Certification Standards that are now available for each operational position found on our Flight Operations Teams (FOT). We will also discuss the MGSS Baseline Flight Operations Team Training Plan which can be tailored for each new flight project at JPL. As these tasks have been progressing, the climate and emphasis for Training and for V and V at JPL has changed, and we have learned about the expansion, growth, and limitations in the roles of traditional positions at JPL such as the Project's Training Engineer, V and V Engineer, and Operations Engineer. The need to keep a tight rein on budgets has led to a merging and/or reduction in these positions which pose challenges to individual capacities and capabilities. We examine the evolution of these processes and the roles involved while taking a look at the impact or potential impact of our proposed training related infrastructure tasks. As we conclude our examination of the changes taking place for new flight projects, we see that the importance of proceeding with our proposed tasks and adapting them to the changing climate remains an important element in reducing the risk in the challenging business of space exploration.

verifications↗

NASA NTRS1979

Twin jet shielding

For an over-the-wing/under-the-wing engine configuration on an airplane, the noise produced by the upper jet flow is partially reflected by the lower jet. An analysis has been performed which can be used to predict the distribution of perceived noise levels along the ground plane at take-off for an airplane which is designed to take advantage of the over/under shielding concept. Typical contours of PNL, the shielding benefit in the shadow zone, and the EPNL values at 3.5 nautical miles from brake release as well as EPNL values at sideline at 0.35 nautical miles have been calculated. This has been done for a range of flow parameters characteristic of engines producing inverted velocity profile jets suitable for use in a supersonic cruise vehicle. Reductions up to 6.0 EPNdB in community noise levels can be realized when the over engines are operated at higher thrust and the lower engines simultaneously operated with reduced thrust keeping the total thrust constant.

Parthasarathy, S. P.↗

NASA NTRS2005

A unifying framework for systems modeling, control systems design, and system operation

Current engineering practice in the analysis and design of large-scale multi-disciplinary control systems is typified by some form of decomposition- whether functional or physical or discipline-based-that enables multiple teams to work in parallel and in relative isolation. Too often, the resulting system after integration is an awkward marriage of different control and data mechanisms with poor end-to-end accountability. System of systems engineering, which faces this problem on a large scale, cries out for a unifying framework to guide analysis, design, and operation. This paper describes such a framework based on a state-, model-, and goal-based architecture for semi-autonomous control systems that guides analysis and modeling, shapes control system software design, and directly specifies operational intent. This paper illustrates the key concepts in the context of a large-scale, concurrent, globally distributed system of systems: NASA's proposed Array-based Deep Space Network.

systems modeling↗

NASA NTRS1981

Fumigation of Alcohol in a Light Duty Automotive Diesel Engine

A light-duty automotive Diesel engine was fumigated with methanol in amounts up to 35% and 50% of the total fuel energy respectively in order to determine the effect of alcohol fumigation on engine performance at various operating conditons. Engine fuel efficiency, emissions, smoke, and the occurrence of severe knock were the parameters used to evaluate performance. Raw exhaust particulate and its soluble organic extract were screened for biological activity using the Ames Salmonella typhimurium assay. Results are given for a test matrix made up of twelve steady-state operating conditions. For all conditions except the 1/4 rack (light load) condition, modest thermal efficiency gains were noted upon ethanol fumigation. Methanol showed the same increase at 3/4 and full rack (high load) conditions. However, engine roughness or the occurrence of severe knock limited the maximum amount of alcohol that could be fumigated. Brake specific nitrogen oxide concentrations were found to decrease for all ethanol conditions tested. Oxides of nitrogen emissions, on a volume basis, decreased for all alcohol conditions tested. Based on the limited particulate data analyzed, it appears that ethanol fumigation, like methanol fumigation, while lowering the mass of particulated emitted, does enhance the biological activity of that particulate.

Broukhiyan, E. M. H.↗

NASA NTRS1991

Systematic Identification Of Discrepant Hardware

CAMRAD, program designed for rapid input and retrieval of all data used in engineering-to-manufacturing support operations, aids engineer by automating material-review-disposition process. Facilitates research of material-review histories and provides for efficient processing of material-review documents. Three SmartWare project files control operation. Written in Smart programming language and designed to run on IBM PC compatibles with SmartWave version 3.1.

Hanna, Timothy L.↗

DOE OSTI2021

Mechanisms Engineering Test Loop (METL) Operations and Testing Report (FY2021)

This report documents the operations and testing that was performed at the Mechanisms Engineering Test Loop (METL) during FY2021. The METL facility had a very successful third year of operations having logged about 944 days of operations with molten sodium either in a flowing or static condition. Operations were paused in April 20, 2021 to accommodate the refurbishing of building 308’s alkali metal passivation booth and scrubber (AMPB&S). METL is being prepared to support a second larger experiment, the Thermal Hydraulic Experimental Test Article (THETA) and expects to resume the Gear Test Assembly (GTA) testing. The technology development team is also developing two additional experiments, a gripper test article and a flow sensor test article that are expected to go into METL in late FY22 or early FY23.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

NASA NTRS1985

Using computer graphics to enhance astronaut and systems safety

Computer graphics is being employed at the NASA Johnson Space Center as a tool to perform rapid, efficient and economical analyses for man-machine integration, flight operations development and systems engineering. The Operator Station Design System (OSDS), a computer-based facility featuring a highly flexible and versatile interactive software package, PLAID, is described. This unique evaluation tool, with its expanding data base of Space Shuttle elements, various payloads, experiments, crew equipment and man models, supports a multitude of technical evaluations, including spacecraft and workstation layout, definition of astronaut visual access, flight techniques development, cargo integration and crew training. As OSDS is being applied to the Space Shuttle, Orbiter payloads (including the European Space Agency's Spacelab) and future space vehicles and stations, astronaut and systems safety are being enhanced. Typical OSDS examples are presented. By performing physical and operational evaluations during early conceptual phases. supporting systems verification for flight readiness, and applying its capabilities to real-time mission support, the OSDS provides the wherewithal to satisfy a growing need of the current and future space programs for efficient, economical analyses.

Computer Simulation↗

DOE OSTI2020

Mechanisms Engineering Test Loop (METL) Operations and Testing Report (FY2020)

This report documents the operations and testing that was performed at the Mechanisms Engineering Test Loop (METL) during FY2020. The METL facility had a very successful second year of operations having logged over 730 days (as of September 19, 2020) of operations with molten sodium either flowing or static. The METL piping and vessel system was filled with sodium on September 19, 2018 after a successful transfer of sodium from fifteen 55-gallon drums. FY2020 saw the successful reconditioning and insertion of the Gear Test Assembly (GTA) for its second round of testing, the full use of the 18-inch Flexi-Cask system, the second extraction of the GTA from METL, and the removal of sodium from the GTA test article by the carbonation process followed by an alcohol wash. In addition, METL is being prepared to support a second larger experiment, a thermal hydraulic experiment, called Thermal Hydraulic Experimental Test Article (THETA).

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

NASA NTRS1988

High variable mixture ratio oxygen/hydrogen engine

The ability of an O2/H2 engine to operate over a range of high-propellant mixture ratios was previously shown to be advantageous in single stage to orbit (SSTO) vehicles. The results are presented for the analysis of high-performance engine power cycles operating over propellant mixture ratio ranges of 12 to 6 and 9 to 6. A requirement to throttle up to 60 percent of nominal thrust was superimposed as a typical throttle range to limit vehicle acceleration as propellant is expended. The object of the analysis was to determine areas of concern relative to component and engine operability or potential hazards resulting from the operating requirements and ranges of conditions that derive from the overall engine requirements. The SSTO mission necessitates a high-performance, lightweight engine. Therefore, staged combustion power cycles employing either dual fuel-rich preburners or dual mixed (fuel-rich and oxygen-rich) preburners were examined. Engine mass flow and power balances were made and major component operating ranges were defined. Component size and arrangement were determined through engine layouts for one of the configurations evaluated. Each component is being examined to determine if there are areas of concern with respect to component efficiency, operability, reliability, or hazard. The effects of reducing the maximum chamber pressure were investigated for one of the cycles.

Erickson, C. M.↗

DOE OSTI2022

Individual Electro-Hydraulic Drives for Off-Road Vehicles (Final Report)

This document constitutes the final report of the project titled “Individual Electro-Hydraulic Drives for Off-Road Vehicles” (DOE award # DE-EE0008334). The project started May 1st 2018 and ended May 31st 2022. There were three budget periods (BPs) that, considering no-cost extension made throughout the project, had following periods: BP1 – Preliminary design: 05/01/2018 – 07/31/2019; BP2 – Initial implementation: 08/01/2019 – 01/31/2021; BP3 – Technology demonstration: 02/01/2021 – 05/31/2022. The main objective of the project was to develop and demonstrate an electro-hydraulic technology that, with respect to current state of the art solutions for off-road vehicles, can: 1. Lower power consumption of the fluid power system up to 70%; 2. Reduce noise emissions and vibration; 3. Allow for zero emission operation of the vehicle (engine off operation); 4. Enable “smart actuators” operating as modern “plug & play” elements with integrated control and self-diagnostic functions.

33 ADVANCED PROPULSION SYSTEMS↗