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At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1925

The effect of changes in compression ratio upon engine performance

This report is based upon engine tests made at the Bureau of Standards during 1920, 1921, 1922, and 1923. The majority of these tests were of aviation engines and were made in the Altitude Laboratory. For a small portion of the work a single cylinder experimental engine was used. This, however, was operated only at sea-level pressures. The report shows that an increase in break horsepower and a decrease in the pounds of fuel used per brake horsepower hour usually results from an increase in compression ratio. This holds true at least up to the highest ratio investigated, 14 to 1, provided there is no serious preignition or detonation at any ratio. To avoid preignition and detonation when employing high-compression ratios, it is often necessary to use some fuel other than gasoline. It has been found that the consumption of some of these fuels in pounds per brake horsepower hour is so much greater than the consumption of gasoline that it offsets the decrease derived from the use of the high-compression ratio. The changes in indicated thermal efficiency with changes in compression ratio are in close agreement with what would be anticipated from a consideration of the air cycle efficiencies at the various ratios. In so far as these tests are concerned there is no evidence that a change in compression ratio produces an appreciable, consistent change in friction horsepower, volumetric efficiency, or in the range of fuel-air ratios over which the engine can operate. The ratio between the heat loss to the jacket water and the heat converted into brake horsepower or indicated horsepower decreases with increase in compression ratio. (author)

Sparrow, Stanwood W↗
NASA NTRS1999

The Ratio of Ortho- to Para-H2 in Photodissociation Regions

We discuss the ratio of ortho- to para-H2 in photodissociation regions (PDRs). We draw attention to an apparent confusion in the literature between the ortho-to-para ratio of molecules in FUV-pumped vibrationally excited states and the total H2 ortho-to-para abundance ratio. These ratios are not the same because the process of FUV pumping of fluorescent H2 emission in PDRs occurs via optically thick absorption lines. Thus gas with an equilibrium ratio of ortho- to para-H2 equal to 3 will yield FUV-pumped vibrationally excited ortho-to-para ratios smaller than 3, because the ortho-H2 pumping rates are preferentially reduced by optical depth effects. Indeed, if the ortho and para pumping lines are on the "square root" part of the curve of growth, then the expected ratio of ortho and para vibrational line strengths is 3(sup 1/2) approximately 1.7, close to the typically observed value. Thus, contrary to what has sometimes been stated in the literature, most previous measurements of the ratio of ortho- to para-H2 in vibrationally excited states are entirely consistent with a total ortho-to-para ratio of 3, the equilibrium value for temperatures greater than 200 K. We present an analysis and several detailed models that illustrate the relationship between the total ratios of ortho- to para-H2 and the vibrationally excited ortho-to-para ratios in PDRs. Recent Infrared Space Observatory measurements of pure rotational and vibrational H2 emissions from the PDR in the star-forming region S140 provide strong observational support for our conclusions.

Sternberg, Amiel↗
NASA NTRS1960

Effects of Fineness Ratio and Reynolds Number on the Low-Speed Crosswind Drag Characteristics of Circular and Modified-Square Cylinders

A wind-tunnel investigation has been made on modified-square and circular cylinders to determine the effects of fineness ratio and Reynolds numbers on the crosswind drag characteristics. Fineness ratios from 2 to 14 were investigated over a Reynolds number range from approximately 300,000 to 1,650,000 which corresponded to Mach numbers from 0.057 to 0.377.The result of the investigation show that at supercraft Reynolds numbers the drag coefficient of the circular cylinder increases with increasing Reynolds number for all fineness ratios but at low fineness ratios this effect is considerably less than at higher fineness ratios. For circular cylinders in the high fineness-ratio range there is a reduction in drag as the fineness ratio is decreased except for Reynolds numbers of 900,000 and 1,000,000, whereas at low fineness ratios the opposite trend generally occurs. The addition of hemispherical ends to the circular cylinder gave a substantial decrease in drag at a fineness ratio of 3.27 but the effect was negligible at fineness ratios of 5.27 and 10. The finite-length modified-square cylinder gave the reduction in drag over the two-dimensional modified-square cylinder for the complete range of test Reynolds numbers with the lowest fineness ratio giving the lowest drag at Reynolds numbers above 3O0,OOO.

McKinney, Linwood W.↗
NASA NTRS1947

Minimum Specific Fuel Consumption of a Liquid-Cooled Multicylinder Aircraft Engine as Affected by Compression Ratio and Engine Operating Conditions

An investigation was conducted on a 12-cylinder V-type liquid-cooled aircraft engine of 1710-cubic-inch displacement to determine the minimum specific fuel consumption at constant cruising engine speed and compression ratios of 6.65, 7.93, and 9.68. At each compression ratio, the effect.of the following variables was investigated at manifold pressures of 28, 34, 40, and 50 inches of mercury absolute: temperature of the inlet-air to the auxiliary-stage supercharger, fuel-air ratio, and spark advance. Standard sea-level atmospheric pressure was maintained at the auxiliary-stage supercharger inlet and the exhaust pressure was atmospheric. Advancing the spark timing from 34 deg and 28 deg B.T.C. (exhaust and intake, respectively) to 42 deg and 36 deg B.T.C. at a compression ratio of 6.65 resulted in a decrease of approximately 3 percent in brake specific fuel consumption. Further decreases in brake specific fuel consumption of 10.5 to 14.1 percent (depending on power level) were observed as the compression ratio was increased from 6.65 to 9.68, maintaining at each compression ratio the spark advance required for maximum torque at a fuel-air ratio of 0.06. This increase in compression ratio with a power output of 0.585 horsepower per cubic inch required a change from . a fuel- lend of 6-percent triptane with 94-percent 68--R fuel at a compression ratio of 6.65 to a fuel blend of 58-percent, triptane with 42-percent 28-R fuel at a compression ratio of 9.68 to provide for knock-free engine operation. As an aid in the evaluation of engine mechanical endurance, peak cylinder pressures were measured on a single-cylinder engine at several operating conditions. Peak cylinder pressures of 1900 pounds per square inch can be expected at a compression ratio of 9.68 and an indicated mean effective pressure of 320 pounds per square inch. The engine durability was considerably reduced at these conditions.

Brun, Rinaldo J.↗
NASA NTRS1980

Experimental study of low aspect ratio compressor blading

The paper presents a study of low aspect blading for the inlet stages of a high pressure ratio, high-speed core compressor. The basic overall design variables were stage pressure ratio and blade aspect ratio; these four stages represent two levels of total pressure ratio, two levels of rotor blade aspect ratio, and two levels of stator vane aspect ratios. Comparisons of the overall performance, radial distributions of performance parameters, diffusion factors at the near-stall conditions, blade element data, and the axial distribution of rotor tip static pressures yielded the following results: (1) higher peak pressure ratio, high stage and rotor efficiencies, and greater stall margin were obtained with the lower aspect ratio blading, (2) the lower aspect ratio blading showed improved performance over the entire blade span, and (3) the lower aspect ratio rotors operated at higher diffusion factors and higher incidence angles over the entire blade span.

Reid, L.↗
NASA NTRS2001

Ratio of Sodium to Potassium in the Mercurian Exosphere

Sodium (Na) and Potassium (K) atoms can be seen in the exosphere of Mercury and the Moon because they are extremely efficient at scattering sunlight. These species must be derived from surface materials, so that we might expect the ratio of sodium to potassium to reflect the ratio of these elements in the surface crust. This expectation is approximately born out for the Moon, where the ratio of sodium to potassium in the lunar exosphere averages to be about 6, not too far from the ratio in lunar rocks of 2 to 7. However, the ratio in the Mercury exosphere was found to be in the range 80 to 190, and at least once, as high as 400. The sodium and potassium atoms seen in the Mercury exosphere represent a balance between production from the surface and loss to space. Only if the production efficiencies and loss rates for Na and K were equal, would the ratio of Na to K in the exosphere reflect the ratio in the surface rocks. Since a value of 100 or more for the ratio of sodium to potassium in the surface rocks seems very unlikely, the high values of the observed ratios suggests that either production efficiencies or loss processes for the two elements are not equivalent. It does not seem likely that source processes should be different on the Moon and Mercury by an order of magnitude. This suggests that loss processes rather than source processes are the cause of the difference between the two. The major loss processes for sodium and potassium on Mercury are radiation pressure and trapping of photoions by the solar wind. Radiation pressure can reach 50-70% of surface gravity, and can sweep sodium and potassium atoms off the planet, provided they are sufficiently hot. Photoionization followed by trapping of the ions in the solar wind is the other major loss process. Photoions are accelerated to keV energies in the magnetosphere, and may either intercept the magnetopause, and be lost from the planet, or impact the planetary surface. Ions that impact the surface are neutralized, and are then available for resupply to the exosphere. The loss efficiency depends on characteristics of the magnetosphere that determine the fraction of the ions that are recycled by neutralization on the surface. Over the preceding decade, we have collected sodium and potassium data for Mercury at irregular intervals. We analyzed these data to extract values for the Na/K ratio at a variety of conditions on Mercury. Additional information is contained in the original extended abstract.

Potter, A. E.↗
NASA NTRS1946

Knock-Limited Performance of Triptane and Xylidines Blended with 28-R Aviation Fuel at High Compression Ratios and Maximum-Economy Spark Setting

An investigation was conducted to evaluate the possibilities of utilizing the high-performance characteristics of triptane and xylidines blended with 28-R fuel in order to increase fuel economy by the use of high compression ratios and maximum-economy spark setting. Full-scale single-cylinder knock tests were run with 20 deg B.T.C. and maximum-economy spark settings at compression ratios of 6.9, 8.0, and 10.0, and with two inlet-air temperatures. The fuels tested consisted of triptane, four triptane and one xylidines blend with 28-R, and 28-R fuel alone. Indicated specific fuel consumption at lean mixtures was decreased approximately 17 percent at a compression ratio of 10.0 and maximum-economy spark setting, as compared to that obtained with a compression ratio of 6.9 and normal spark setting. When compression ratio was increased from 6.9 to 10.0 at an inlet-air temperature of 150 F, normal spark setting, and a fuel-air ratio of 0.065, 55-percent triptane was required with 28-R fuel to maintain the knock-limited brake power level obtained with 28-R fuel at a compression ratio of 6.9. Brake specific fuel consumption was decreased 17.5 percent at a compression ratio of 10.0 relative to that obtained at a compression ratio of 6.9. Approximately similar results were noted at an inlet-air temperature of 250 F. For concentrations up through at least 20 percent, triptane can be more efficiently used at normal than at maximum-economy spark setting to maintain a constant knock-limited power output over the range of compression ratios tested.

Held, Louis F.↗
NASA NTRS1947

Knock-Limited Performance of Triptane and 28-R Fuel Blends as Affected by Changes in Compression Ratio and in Engine Operating Variables

A knock-limited performance investigation was conducted on blends of triptane and 28-P fuel with a 12-cylinder, V-type, liquid-cooled aircraft engine of 1710-cubic-inch displacement at three compression ratios: 6.65, 7.93, and 9.68. At each compression ratio, the effect of changes in temperature of the inlet air to the auxiliary-stage supercharger and in fuel-air ratio were investigated at engine speeds of 2280 and. 3000 rpm. The results show that knock-limited engine performance, as improved by the use of triptane, allowed operation at both take-off and cruising power at a compression ratio of 9.68. At an inlet-air temperature of 60 deg F, an engine speed of 3000 rpm ; and a fuel-air ratio of 0,095 (approximately take-off conditions), a knock-limited engine output of 1500 brake horsepower was possible with 100-percent 28-R fuel at a compression ratio of 6.65; 20-percent triptane was required for the same power output at a compression ratio of 7.93, and 75 percent at a compression ratio of 9.68 allowed an output of 1480 brake horsepower. Knock-limited power output was more sensitive to changes in fuel-air ratio as the engine speed was increased from 2280 to 3000 rpm, as the compression ratio is raised from 6.65 to 9.68, or as the inlet-air temperature is raised from 0 deg to 120 deg F.

Brun, Rinaldo J.↗
NASA NTRSDate not supplied

On Improving the Dust Lidar Ratios for Version 5 of CALIOP by Using Measurements with Source-tagged Model Results

Vertically resolved retrievals of aerosol backscatter and extinction have been available since 2006 from global measurements acquired by the space borne lidar CALIOP onboard the CALIPSO satellite. These retrievals depend crucially upon the ratio of extinction to backscatter (i.e., lidar ratio) which typically has to be assumed for the various aerosol species for an elastic backscatter lidar like CALIOP. For all CALIPSO data releases up until now (version 4.2), these lidar ratios have been taken as constant both spatially and temporally. However, it is well established that the aerosol lidar ratios can vary significantly regionally, seasonally, and also as a function of age and relative humidity. In particular, the dust lidar ratios show significant variation depending upon their source regions, which is related to the mineral composition of dust in that region. In this paper, we shall present a scheme to obtain the regionally and seasonally dependent lidar ratios of dust. In this scheme, which may be implemented in a forthcoming version of CALIOP aerosol extinction retrievals, we first derive lidar ratios of aerosol layers globally, classified as dust by CALIOP, by using the backscatter measurements constrained by collocated MODIS aerosol optical depths. Since this dust will frequently be a mixture of dust from various source regions, we obtain the corresponding regional contributions from the dust simulations using the GEOS model tagged to nine source regions. Finally, combining information from both measurements and models, we obtain the lidar ratios of dust corresponding to the nine source regions. The lidar ratio of the mixed dust anywhere can now be obtained from the tagged model fractions and the corresponding regional lidar ratio. We shall show the application of this scheme for various regions and seasons.

CALIPSO↗
NASA NTRS1973

Effects of fineness and closure ratios on boattail drag of circular-arc-afterbody models with jet exhaust at Mach numbers up to 1.3

The effects of variations in fineness ratio and closure ratio on the boattail drag of circular-arc afterbody models were investigated at static conditions and at Mach numbers from 0.40 to 1.30. Jet total-pressure ratio was varied from jet off to about 6, depending on Mach number. Reynolds number based on model maximum diameter varied from about 1.2 million to 2.18 million. Angle of attack was varied from -4 deg to 8 deg. The results indicate that, at subsonic speeds before the drag rise and at a scheduled pressure ratio, the total drag (pressure plus calculated skin friction) is approximately equal for configurations with the same closure ratio. Also, for configurations with the same closure ratio, increasing fineness ratio results in an increased drag-rise Mach number; and for configurations with the same fineness ratio, increasing closure ratio results in an increased drag-rise Mach number.

Reubush, D. E.↗
NASA NTRS1975

An investigation of several NACA 1-series inlets at Mach numbers from 0.4 to 1.29 for mass flow ratios near 1.0

An investigation to determine the performance of eight NACA 1-series inlets at massflow ratios near 1.0 was conducted in the Langley 16-foot transonic tunnel. The inlet diameter ratios (ratio of inlet diameter to maximum diameter) were 0.85 and 0.89 for an inlet length ratio (ratio of inlet length to maximum diameter) of 1.0. Inlet lip radius varied from 0.061 cm to 0.251 cm, and internal contraction area ratio (ratio of inlet area to throat area) varied from 1.006 to 1.201. Reynolds number based on model maximum diameter ranged from 3,600,000 at a Mach number of 400,000 to 5,900,000 at a Mach number of 1.29. The results indicate that nearly uniform pressure distributions on a given inlet were obtained over a limited range of mass-flow ratios and Mach numbers. When inlet lip thickness was increased by means of lip radius or contraction ratio, the inlet critical Mach number decreased. Drag-divergence Mach number inferred from forebody pressure integrations was above 0.94 for most of the inlets tested.

Re, R. J.↗
NASA NTRS1991

A reevaluation of spectral ratios for lunar mare TiO2 mapping

The empirical relation established by Charette et al. (1974) between the 400/560-nm spectral ratio of mature mare soils and weight percent TiO2 has been used extensively to map titanium content in the lunar maria. Relative reflectance spectra of mare regions show that a reference wavelength further into the near-IR, e.g., above 700 nm, could be used in place of the 560-nm band to provide greater contrast (a greater range of ratio values) and hence a more sensitive indicator of titanium content. An analysis of 400/730-nm ratio values derived from both laboratory and telescopic relative reflectance spectra suggests that this ratio provides greater sensitivity to TiO2 content than the 400/560-nm ratio. The increased range of ratio values is manifested in higher contrast 400/730-nm ratio images compared to 400/560-nm ratio images. This potential improvement in sensivity encourages a reevaluation of the original Charette et al. (1974) relation using the 400/730-nm ratio.

Johnson, Jeffrey R.↗
NASA NTRS1992

Ruthenium/Iridium Ratios in the Cretaceous-tertiary Boundary Clay: Implications for Global Dispersal and Fractionation Within the Ejecta Cloud

Ruthenium (Ru) and iridium (Ir) are the least mobile platinum group elements (PGE's) within the Cretaceous-Tertiary (K-T) boundary clay (BC). The Ru/Ir ratio is, therefore, the most useful PGE interelement ratio for distinguishing terrestrial and extraterrestrial contributions to the BC. The Ru/Ir ratio of marine K-T sections (1.77 +/- 0.53) is statistically different from that of the continental sections (0.93 +/- 0.28). The marine Ru/Ir ratios are chondritic (C1 = 1.48 +/- 0.09), but the continental ratios are not. We discovered an inverse correlation of shocked quartz size (or distance from the impact site) and Ru/Ir ratio. This correlation may arise from the difference in Ru and Ir vaporization temperature and/or fractionation during condensation from the ejecta cloud. Postsedimentary alteration, remobilization, or terrestrial PGE input may be responsible for the Ru/Ir ratio variations within the groups of marine and continental sites studied. The marine ratios could also be attained if approximately 15 percent of the boundary metals were contributed by Deccan Trap emissions. However, volcanic emissions could not have been the principal source of the PGE's in the BC because mantle PGE ratios and abundances are inconsistent with those measured in the clay. The Ru/Ir values for pristine Tertiary mantle xenoliths (2.6 +/- 0.48), picrites (4.1 +/- 1.8), and Deccan Trap basalt (3.42 +/- 1.96) are all statistically distinct from those measured in the K-T BC.

Evans, Noreen Joyce↗
NASA NTRS1992

A neural network-based estimator for the mixture ratio of the Space Shuttle Main Engine

In order to properly utilize the available fuel and oxidizer of a liquid propellant rocket engine, the mixture ratio is closed loop controlled during main stage (65 percent - 109 percent power) operation. However, because of the lack of flight-capable instrumentation for measuring mixture ratio, the value of mixture ratio in the control loop is estimated using available sensor measurements such as the combustion chamber pressure and the volumetric flow, and the temperature and pressure at the exit duct on the low pressure fuel pump. This estimation scheme has two limitations. First, the estimation formula is based on an empirical curve fitting which is accurate only within a narrow operating range. Second, the mixture ratio estimate relies on a few sensor measurements and loss of any of these measurements will make the estimate invalid. In this paper, we propose a neural network-based estimator for the mixture ratio of the Space Shuttle Main Engine. The estimator is an extension of a previously developed neural network based sensor failure detection and recovery algorithm (sensor validation). This neural network uses an auto associative structure which utilizes the redundant information of dissimilar sensors to detect inconsistent measurements. Two approaches have been identified for synthesizing mixture ratio from measurement data using a neural network. The first approach uses an auto associative neural network for sensor validation which is modified to include the mixture ratio as an additional output. The second uses a new network for the mixture ratio estimation in addition to the sensor validation network. Although mixture ratio is not directly measured in flight, it is generally available in simulation and in test bed firing data from facility measurements of fuel and oxidizer volumetric flows. The pros and cons of these two approaches will be discussed in terms of robustness to sensor failures and accuracy of the estimate during typical transients using simulation data.

Guo, T. H.↗
NASA NTRS1997

The Effect of Cooling Passage Aspect Ratio on Curvature Heat Transfer Enhancement

A series of electrically heated tube experiments was performed to investigate the effect of high aspect ratio on curvature heat transfer enhancement in uniformly heated rectangular cooling passages. Three hardware geometries were tested: a baseline straight aspect ratio 10 tube, an aspect ratio 1 (square) tube with a 45 deg. curve, and an aspect ratio 10 tube with a 45 deg. curve. Gaseous nitrogen with the following properties was used as the coolant: ambient inlet temperature, pressures to 8.3 MPa, wall-to-bulk temperature ratios less than two, and Reynolds numbers based on hydraulic diameter ranging from 250,000 to 1,600,000. The measured curvature enhancement factors were compared to values predicted by three previously published models which had been developed for low aspect ratio tubes. The models were shown to be valid for the high aspect ratio tube as well the low aspect ratio tube, indicating that aspect ratio had little impact on the curvature heat transfer enhancement in these tests.

Meyer, Michael L.↗
NASA NTRS1961

Aerodynamic Characteristics of Low-Aspect-Ratio Wings in Close Proximity to the Ground

A wind-tunnel investigation has been conducted to determine the effect of ground proximity on the aerodynamic characteristics of thick highly cambered rectangular wings with aspect ratios of 1. 2, 4, and 6. The results showed that, for these aspect ratios, as the ground war, approached all wings experienced increases in lift-curve slope and reductions in induced drag which resulted in increases in lift-drag ratio. Although an increase in lift-curve slope was obtained for all aspect ratios as the ground was approached, the lift coefficient at an angle of attack of 0 deg for any given aspect ratio remained nearly constant. The experimental results were in general agreement with Wieselsberger's ground-effect theory (NACA Technical Memorandum 77). As the wings approached the ground, there was an increase in static longitudinal stability at positive angles of attack. When operating in ground effect, all the wings had stability of height at positive angles of attack and instability of height at negative angles of attack. Wing-tip fairings on the wings with aspect ratios of 1 and 2 produced small increases in lift-drag ratio in ground effect. End plates extending only below the chord plane on the wing with an aspect ratio of 1 provided increases in lift coefficient and in lift-drag ratio in ground effect.

Fink, Marvin P.↗
NASA NTRS1951

Aerodynamic Characteristics of a Flying-Boat Hull Having a Length-Beam Ratio of 15, TED No. NACA 2206

An investigation was made in the Langley 300 MPH 7- by 10-foot tunnel to determine the aerodynamic characteristics of a flying-boat hull of a length-beam ratio of 15 in the presence of a wing. The investigation was an extension of previous tests made on hulls of length-beam ratios of 6, 9, and 12; these hulls were designed to have approximately the same hydrodynamic performance with respect to spray and resistance characteristics. Comparison with the previous investigation at lower length-beam ratios indicated a reduction in minimum drag coefficients of 0.0006 (10 peroent)with fixed transition when the length-beam ratio was extended from 12 to 15. As with the hulls of lower length-beam ratio, the drag reduction with a length-beam ratio of 15 occurred throughout the range of angle of attack tested and the angle of attack for minimum drag was in the range from 2deg to 3deg. Increasing the length-beam ratio from 12 to 15 reduced the hull longitudinal instability by an mount corresponding to an aerodynamic-center shift of about 1/2 percent of the mean aerodynamic chord of the hypothetical flying boat. At an angle of attack of 2deg, the value of the variation of yawing-moment coefficient with angle of yaw for a length-beam ratio of 15 was 0.00144, which was 0.00007 larger than the value for a length-beam ratio of 12.

Riebe, John M.↗
NASA NTRS2012

Combining Ratio Estimation for Low Density Parity Check (LDPC) Coding

The Low Density Parity Check (LDPC) Code decoding algorithm make use of a scaled receive signal derived from maximizing the log-likelihood ratio of the received signal. The scaling factor (often called the combining ratio) in an AWGN channel is a ratio between signal amplitude and noise variance. Accurately estimating this ratio has shown as much as 0.6 dB decoding performance gain. This presentation briefly describes three methods for estimating the combining ratio: a Pilot-Guided estimation method, a Blind estimation method, and a Simulation-Based Look-Up table. The Pilot Guided Estimation method has shown that the maximum likelihood estimates of signal amplitude is the mean inner product of the received sequence and the known sequence, the attached synchronization marker (ASM) , and signal variance is the difference of the mean of the squared received sequence and the square of the signal amplitude. This method has the advantage of simplicity at the expense of latency since several frames worth of ASMs. The Blind estimation method s maximum likelihood estimator is the average of the product of the received signal with the hyperbolic tangent of the product combining ratio and the received signal. The root of this equation can be determined by an iterative binary search between 0 and 1 after normalizing the received sequence. This method has the benefit of requiring one frame of data to estimate the combining ratio which is good for faster changing channels compared to the previous method, however it is computationally expensive. The final method uses a look-up table based on prior simulated results to determine signal amplitude and noise variance. In this method the received mean signal strength is controlled to a constant soft decision value. The magnitude of the deviation is averaged over a predetermined number of samples. This value is referenced in a look up table to determine the combining ratio that prior simulation associated with the average magnitude of the deviation. This method is more complicated than the Pilot-Guided Method due to the gain control circuitry, but does not have the real-time computation complexity of the Blind Estimation method. Each of these methods can be used to provide an accurate estimation of the combining ratio, and the final selection of the estimation method depends on other design constraints.

Mahmoud, Saad↗