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High impact pressure regulator used with a high impact gas scannograph withstands impacts of over 15,000 g. By the passage of fluid through the first and second chambers of the regulator, the pressure of the scannograph is regulated from a specific input valve to the desired output pressure valve.
High impact pressure regulator having minimum number of lightweight movable elements
Impact pressure probe response characteristics in high speed flows with transition Knudsen numbers
Impact pressure probe response characteristics in free-molecular and continuum flows with transition Knudsen numbers
Rotational relaxation effect in low density hypersonic free jet studied using impact pressure measurements
Local mass flux and local impact pressure measurement in arc jet exhaust flow fields
Shock wave velocity and pressure in high speed liquid-solid impact based on particle velocity
Impact pressure measurements in hypervelocity low density arc heated flow
Rotational relaxation times for low density hypersonic nitrogen free jet, comparing measured and predicted impact pressures
The majority of carbonaceous meteorites studied today are thought to originate in the asteroid belt. Impacts among asteroidal objects generate heat and pressure that may have altered or destroyed pre-existing organic matter in both targets and projectiles to a greater or lesser degree depending upon impact velocities. Very little is known about the shock related chemical evolution of organic matter relevant to this stage of the cosmic history of biogenic elements and compounds. The present work continues our study of the effects of shock impacts on selected classes of organic compounds utilizing laboratory shock facilities. Our approach was to subject mixtures of organic compounds, embedded in a matrix of the Murchison meteorite, to a simulated hypervelocity impact. The molecular compositions of products were then analyzed to determine the degree of survival of the original compounds. Insofar as results associated with velocities < 8 km/sec may be relevant to impacts on planetary surfaces (e.g., oblique impacts, impacts on small outer planet satellites) or grain-grain collisions in the interstellar medium, then our experiments will be applicable to these environments as well.
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Space acquired neuro-ocular syndrome (SANS) remains a difficult risk to characterize due to the complex multi-factorial etiology related to physiological responses to the spaceflight environment. Fluid shift and the resultant change on the Cardiovascular (CV) and cerebral spinal fluid systems (CSF) in the absence of gravity continue to be considered a contributing factor to the progression of SANS. In this study, we utilize a computational model of the CSF and CV interface to establish the sensitivity that intracranial pressure, and subsequently the optic nerve sheath pressure, exhibits due to variations in thoracic pressure, assuming the cranial perfusion pressure, i.e. mean arterial pressure (MAP) to central venous pressure (CVP), is known. Methods: The GRC Cross cutting computational modeling project created as model of the CSF and CV interaction within the cranial vault by extending the work of Stevens et al. [1] by modifying the representative anatomy to include a separate venous sinus, jugular veins, secondary veins and extra jugular pathways [2-3] to more adequately represent the vascular drainage pathways from the cranial vault (Figure 1). Assuming the MAP, CVP and thoracic pressure are known, we initiated this enhanced computational model assuming a supine positon and utilized a linear ramp to vary the thoracic pressure from the assumed supine state to the target pressure corresponding to set MAP and CVP values. The model generates the time based CSF pressure values (Figure2). Results and Conclusions: Following this analysis, CSF pressure shows significant independence from thoracic pressure changes (16 mmHg in thoracic pressure produces < 1mmHg change in CSF pressure), being mostly dependent on perfusion pressure. Similarly fluid redistribution is not predicted to be impacted over a level of 1mL. We note that this simulation represents an acute changes (order of 10's of minutes) and does not represent the long term effects.
Impact sensitivity tester for engineering materials in liquid and gaseous oxygen at high pressures
The Orion Multi-Purpose Crew Vehicle is being designed for water landings. In order to benchmark the ability of engineering tools to predict water landing loads, test programs are underway for scale model and full-scale water impacts. These test programs are predicated on the reliable measurement of impact pressure histories. Tests have been performed with a variety of pressure transducers from various manufacturers. Both piezoelectric and piezoresistive devices have been tested. Effects such as thermal shock, pinching of the transducer head, and flushness of the transducer mounting have been studied. Data acquisition issues such as sampling rate and anti-aliasing filtering also have been studied. The response of pressure transducers have been compared side-by-side on an impulse test rig and on a 20-inch diameter hemisphere dropped into a pool of water. The results have identified a range of viable configurations for pressure measurement dependent on the objectives of the test program.
Prediction of whether a pressurized cylinder will fail catastrophically when impacted by a projectile has important applications ranging from perforation of an airplane's skin by a failed turbine blade to meteorite impact of a space station habitation module. This report summarizes the accomplishment of one task for a project whose aim is to simulate numerically the outcome of a high velocity impact of pressure vessels. A finite element patch covering the vicinity of a growing crack has been constructed to estimate the J-integral (crack driving force) during the impact. Explicit expressions for the J-integral through the nodal values of displacement, strain, and stress have been written. The patch is to be used repeatedly to estimate the amount of crack growth during the time of the impact. The resulting crack size is to be compared to an estimated critical crack size for the pressurized cylinder.
A study of the data obtained in a flight investigation of an R-2800-21 engine in a P-47G airplane was made to determine the effect of the flight variables on the engine cooling-air pressure distribution. The investigation consisted of level flights at altitudes from 5000 to 35,000 feet for the normal range of engine and airplane operation. The data showed that the average engine front pressures ranged from 0.73 to 0.82 of the impact pressure (velocity head). The average engine rear pressures ranged from 0.50 to 0.55 of the impact pressure for closed cowl flaps and from 0.10 to 0.20 for full-open cowl flaps. In general, the highest front pressures were obtained at the bottom of the engine. The rear pressures for the rear-row cylinders were .lower and the pressure drops correspondingly higher than for the front-row cylinders. The rear-pressure distribution was materially affected by cowl-flap position in that the differences between the rear pressures of the front-row and rear-row cylinders markedly increased as the cowl flaps were opened. For full-open cowl flaps, the pressure drops across the rear-row cylinders were in the order of 0.2 of the impact pressure greater than across the front-row cylinders. Propeller speed and altitude had little effect on the -coolingair pressure distribution, Increase in angle of inclination of the thrust axis decreased the front ?pressures for the cylinders at the top of the engine and increased them for the cylinders at the bottom of the engine. As more auxiliary air was taken from the engine cowling, the front pressures and, to a lesser extent, the rear pressures for the cylinders at the bottom of the engine decreased. No correlation existed between the cooling-air pressure-drop distribution and the cylinder-temperature distribution.
To extend the compatibility evaluation of candidate materials in oxygen, a high-pressure oxygen impact tester has been designed, developed, and installed at NASA/MSFC, Huntsville, Alabama. The tester has an operating range from ambient to 69,000 newton/sq m (10,000 psig) pressures and from the normal boiling point of liquid oxygen to 394 K (121 C) temperatures. The tester was designed to deliver 97.63 joules (72 ft-lb) of impact energy; however, variable height and weight can be achieved for threshold analysis. The system is completely remote and highly automated to furnish safe, reliable operation. High-frequency, fast-response instrumentation capabilities are provided to ensure maximum information output with the hope of minimizing the number of tests required for material acceptance.