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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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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1938

A general tank test of a model of the hull of the Pem-1 flying boat including a special working chart for the determination of hull performance

The results of a general tank test of a 1/6 full-size model of the hull of the Pem-1 flying boat (N.A.C.A. model 18) are given in non-dimensional form. In addition to the usual curves, the results are presented in a new form that makes it possible to apply them more conveniently than in the forms previously used. The resistance was compared with that of N.A.C.A. models 11-C and 26(Sikorsky S-40) and was found to be generally less than the resistance of either.

Dawson, John R↗
NASA NTRS1947

Wind-Tunnel Tests of the 1/25-Scale Powered Model of the Martin JRM-1 Airplane. IV - Tests with Ground Board and with Modified Wing and Hull - TED No. NACA 232: Tests with Ground Board and with Modified Wing and Hull, TED No. NACA 232 - Part 4

Wind-tunnel tests were made of a 1/25 scale model of the Martin JRM-1 airplane to determine: (1) The longitudinal stability and control characteristics of the JRM-1 model near the water and lateral and directional stability characteristics with power while moving on the surface of the water, the latter being useful for the design of tip floats; (2) The stability and stalling characteristics of the wing with a modified airfoil contour; (3) Stability characteristics of a hull of larger design gross weight; The test results indicated that the elevator was powerful enough to trim the original model in a landing configuration at any lift coefficient within the specified range of centers of gravity. The ground-board tests for evaluating the aerodynamic forces and moments on an airplane in a simulated cross wind indicate a high dihedral effect in the presence of the ground board and, consequently, during low-speed taxying and take-off, large overturning moments would result which would have to be overcome by the tip floats.

Lockwood, Vernard E.↗
NASA NTRS1946

Tank tests to determine the effect of varying design parameters of planing-tail hulls II : effect of varying depth of step, angle of after- body keel, length of afterbody chine, and gross load

The second part of a series of tests made in Langley tank no. 2 to determine the effect of varying design parameters of planing-tail hulls is presented. Results are given to show the effects on resistance characteristics of varying angle of afterbody keel, depth of step, and length of afterbody chine. The effect of varying the gross load is shown for one configuration. The resistance characteristics of planing-tail hulls are compared with those of a conventional flying-boat hull. The forces on the forebody and afterbody of one configuration are compared with the forces on a conventional hull. Increasing the angle of afterbody keel had small effect on hump resistance and no effect on high-speed resistance but increased free-to-trim resistance at intermediate speeds. Increasing the depth of step increased hump resistance, had little effect on high-speed resistance, and increased free-to-trim resistance at intermediate speeds. Omitting the chines on the forward 25 percent of the afterbody had no appreciable effect on resistance. Omitting 70 percent of the chine length had almost no effect on maximum resistance but broadened the hump and increased spray around the afterbody. Load-resistance ratio at the hump decreased more rapidly with increasing load coefficient for the planing-tail hull than for the representative conventional hull, although the load-resistance ratio at the hump was greater for the planing-tail hull than for the conventional hull throughout the range of loads tested. At speeds higher than hump speed, load-resistance ratio for the planing-tail hull was a maximum at a particular gross load and was slightly less at heavier and lighter gross loads. The planing-tail hull was found to have lower resistance than the conventional hull at both the hump and at high speeds, but at intermediate speeds there was little difference. The lower hump resistance of the planing-tail hull was attributed to the ability of the afterbody to carry a greater percentage of the total load while maintaining a higher value of load-resistance ratio.

HULLS - RESISTANCE - TANK TESTS (NACA-#2)↗
NASA NTRS1947

Aerodynamic Characteristics of Three Deep-Stepped Planing-Tail Flying-Boat Hulls

An investigation was made in the Langley 300 MPH 7- by 10-foot tunnel to determine the aerodynamic characteristics of three deep-stepped planing-tail flying-boat hulls differing only in the amount of step fairing. The hulls were derived by increasing the unfaired step depth of a planing-tail hull of a previous aerodynamic investigation to a depth about 92 percent of the hull beam. Tests were also made on a transverse-stepped hull with an extended afterbody for the purpose of comparison and in order to extend and verify the results of a previous investigation. The investigation indicated that the extended afterbody hull had a minimum drag coefficient about the same as a conventional hull, 0.0066, and an angle-of-attack range for minimum drag coefficient of 0.0057 which was 14 percent less than the transverse stepped hull with extended afterbody; the hulls with step fairing had up to 44 percent less minimum drag coefficient than the transverse-stepped hull, or slightly more drag than a streamlined body having approximately the same length and volume. Longitudinal and lateral instability varied little with step fairing and was about the same as a conventional hull.

Riebe, John M.↗
DOE OSTI2022

A computationally efficient algorithm for computing convex hull prices

Electricity markets worldwide allow participants to bid non-convex production offers. While non-convex offers can more accurately reflect a resource's capabilities, they create challenges for market clearing processes. For example, system operators may be required to execute side payments to participants whose costs are not covered through energy sales as determined via traditional locational marginal pricing schemes. Convex hull pricing minimizes this and other types of side payments while providing uniform (i.e., locationally and temporally consistent) prices. Computing convex hull prices involves solving either a large-scale linear program or the Lagrangian dual of the corresponding non-convex scheduling problem. Further, the former approach requires explicit descriptions of market participants' convex hulls. While linear programs for computing convex hull prices are large, their structure is naturally decomposable by generators. Here, in this work, we propose and empirically analyze a Benders decomposition approach to computing convex hull prices that leverages recent advances in convex hull formulations for thermal generating units. We demonstrate across a large set of test instances that our decomposition approach only requires modest computational effort, obtaining solutions at least an order of magnitude faster than the equivalent large-scale linear programming approach. Overall, we provide a computationally feasible method for computing convex hull prices for industrial scale market clearing problems, enabling the possibility of practical adoption of this advanced pricing mechanism.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1938

Tank Tests of a Model of One Hull of the Savoia S-55-X Flying Boat N.A.C.A. Model 46

A model of one of the twin hulls of the Italian Savoia S-55-X flying boat (N.A.C.A. Model 46) was tested in the N.A.C.A. tank according to the general method. The data obtained from these tests cover a broad range of speeds, loads, and trims and are given in nondimensional form to facilitate their use in applying this form of hull to any other flying boat or comparing it's performance with the performance of any other hulls. The results show that the resistance characteristics at best trim of this model are excellent throughout the speed range. In order to compare the performance of the S-55-X hull with that of the 35, a pointed-step hull developed at the N.A.C.A. tank, the data are used in the computations of take-off example of a twin-hull, 23,500-pound flying boat. The calculations show that the S-55-X hull has better take-off performance.

Allison, John M↗
NASA NTRS1948

Hydrodynamic Characteristics of a Low-drag, Planing-tail Flying-boat Hull

The hydrodynamic characteristics of a flying-boat incorporating a low-drag, planing-tail hull were determined from model tests made in Langley tank number 2 and compared with tests of the same flying boat incorporating a conventional-type hull. The planing-tail model, with which stable take-offs were possible for a large range of elevator positions at all center-of-gravity locations tested, had more take-off stability than the conventional model. No upper-limit porpoising was encountered by the planing-tail model. The maximum changes in rise during landings were lower for the planing-tail model than for the conventional model at most contact trims, an indication of improved landing stability for the planing-tail model. The hydrodynamic resistance of the planing-tail hull was lower than the conventional hull at all speeds, and the load-resistance ratio was higher for the planing-tail hull, being especially high at the hump. The static trim of the planing-tail hull was much higher than the conventional hull, but the variation of trim with speed during take-off was smaller.

Suydam, Henry B↗
NASA NTRS1978

Theoretical study of hull-rotor aerodynamic interference on semibuoyant vehicles

Analytical methods are developed to predict the pressure distribution and overall loads on the hulls of airships which have close coupled, relatively large and/or high disk loading propulsors for attitude control, station keeping, and partial support of total weight as well as provision of thrust in cruise. The methods comprise a surface-singularity, potential-flow model for the hull and lifting surfaces (such as tails) and a rotor model which calculates the velocity induced by the rotor and its wake at points adjacent to the wake. Use of these two models provides an inviscid pressure distribution on the hull with rotor interference. A boundary layer separation prediction method is used to locate separation on the hull, and a wake pressure is imposed on the separated region for purposes of calculating hull loads. Results of calculations are shown to illustrate various cases of rotor-hull interference and comparisons with small scale data are made to evaluate the method.

Spangler, S. B.↗
DOE OSTI2021

A Computationally Efficient Algorithm for Computing Convex Hull Prices

Electricity markets worldwide allow participants to bid non-convex production offers. While non-convex offers can more accurately reflect a resource's capabilities, they create challenges for market clearing processes. For example, system operators may execute side payments when a participant’s cost is not covered through energy sale settlements from locational marginal pricing schemes, or when a participant incurs lost opportunity costs to follow the dispatch signal. Convex hull pricing minimizes these and other types of side payments while providing uniform (i.e., locationally and temporally consistent) prices. However, computing convex hull prices involves solving either a large-scale linear program - which in turn requires explicit descriptions of market participants’ convex hulls -or the Lagrangian dual of the corresponding non-convex scheduling problem. Here, we propose a computationally feasible and industrially scalable Benders decomposition approach to computing convex hull prices at least an order of magnitude faster than the current state-of-the-art while leveraging recent advances in convex hull formulations for thermal generating units.

61 RADIATION PROTECTION AND DOSIMETRY↗
DOE OSTI2024

Fast, Nondestructive and Precise Biomass Measurements Are Possible Using Lidar-Based Convex Hull and Voxelization Algorithms

Light detection and ranging (lidar) scanning tools are available that can make rapid digital estimations of biomass. Voxelization and convex hull are two algorithms used to calculate the volume of the scanned plant canopy, which is correlated with biomass, often the primary trait of interest. Voxelization splits the scans into regular-sized cubes, or voxels, whereas the convex hull algorithm creates a polygon mesh around the outermost points of the point cloud and calculates the volume within that mesh. In this study, digital estimates of biomass were correlated against hand-harvested biomass for field-grown corn, broom corn, and energy sorghum. Voxelization (r = 0.92) and convex hull (r = 0.95) both correlated well with plant dry biomass. Lidar data were also collected in a large breeding trial with nearly 900 genotypes of energy sorghum. In contrast to the manual harvest studies, digital biomass estimations correlated poorly with yield collected from a forage harvester for both voxel count (r = 0.32) and convex hull volume (r = 0.39). However, further analysis showed that the coefficient of variation (CV, a measure of variability) for harvester-based estimates of biomass was greater than the CV of the voxel and convex-hull-based biomass estimates, indicating that poor correlation was due to harvester imprecision, not digital estimations. Overall, results indicate that the lidar-based digital biomass estimates presented here are comparable or more precise than current approaches.

Environmental Sciences & Ecology↗
NASA NTRS1977

Theoretical study of hull-rotor aerodynamic interference on semibuoyant vehicles

Theoretical methods are being developed to predict the mutual interference between rotor wakes and the hull for semibuoyant vehicles. The objective of the investigation is to predict the pressure distribution and overall loads on the hull in the presence of rotors whose locations, tilt angles, and disk loading are arbitrarily specified. The methods involve development of potential flow models for the hull alone in a nonuniform onset flow, a rotor wake which has the proper features to predict induced flow outside the wake, and a wake centerline specification technique which accounts for the reactions of the wake to a nonuniform crossflow. The flow models are used in sequence to solve for the mutual influence of the hull and rotor(s) on each other and the resulting loads. A flow separation model is included to estimate the influence of separation on hull loads at high sideslip angles. Only limited results have been obtained to date. These were obtained on a configuration which was tested in the Ames Research Center 7- by 10-Foot Low Speed Tunnel under Goodyear Aircraft Corporation sponsorship and indicate the nature of the interference pressure distribution on a configuration in hover.

Spangler, S. B.↗
NASA NTRS1937

Hydrodynamic Tests in the N.A.C.A. Tank of a Model of the Hull of the Short Calcutta Flying Boat

The hydrodynamic characteristics of a model of the hull of the Short Calcutta (N.A.C.A. Model 47) are presented in non-dimensional form. This model represents one of a series of hulls of successful foreign and domestic flying boats the characteristics of which are being obtained under similar test conditions in the N.A.C.A. tank. The take-off distance and time for a flying boat having the hull of the Calcutta are compared at two values of the gross load with the corresponding distances and times for the same flying boat having hulls of two representative American types, the Sikorsky S-40 and the N.A.C.A. 11-A. This comparison indicates that for hulls of the widely different forms compared, the differences in take-off time and distance are negligible.

Ward, Kenneth E↗
NASA NTRS1953

Aerodynamic Characteristics of a Refined Deep-Step Planing-Tail Flying-Boat Hull with Various Forebody and Afterbody Shapes

An investigation was made in the Langley 300 mph 7-by 10-foot tunnel to determine the aerodynamic characteristics of a refined deep-step planing-tail hull with various forebody and afterbody shapes. For comparison, tests were made on a streamline body simulating the fuselage of a modern transport airplane. The results of the tests, which include the interference effects of a 21-percent-thick support wing, indicated that for corresponding configurations the hull models incorporating a forebody with a length-beam ratio of 7 had lower minimum drag coefficients than the hull models incorporating a forebody with a length-beam ratio of 5. Longitudinal and lateral stability was generally about the same for all hull models tested and about the same as that of a conventional hull.

Riebe, John M↗
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 NTRS1924

Calculation of the hull and of the car-suspension systems of airships

Differential and integral curves are presented and well as numerous calculations relating to hulls. Some of the calculations include those relating to hulls, those relating to the invariability of the shape of the hulls, and those relating to the suspension of the hull.

AIRSHIP CARS↗
DOE OSTI2021

Reliability-based hull geometry optimisation of a point-absorber wave energy converter with power take-off structural reliability objectives

Recent studies have focused on optimising wave energy converter (WEC) designs, maximising their power performance and techno-economic feasibility. Reliability has yet to be fully considered in these formulations, despite its impact on cost and performance. In this study, this gap is addressed by developing a reliability-based design optimisation framework for WEC hull geometries to explore the trade-off between power performance and power take-off (PTO) system damage equivalent loading (DEL). Optimised hull geometries for two sites are considered (from the centre of the North Sea and off the west coast of Norway), and two directions of motions (heave and surge). Results indicate that site characteristics affect the potential power production and DEL for an optimal WEC design. These are also affected by the direction of motion for power extraction, which also significantly changes optimal hull shape characteristics. Optimal surging WEC designs have edges facing oncoming wave directions, while heaving WECs have pointed bottoms, both to streamline movement. Larger, more convex WECs result in greater power production and DEL, while smaller, more concave WECs result in lesser power production and DEL. These findings underline the importance of considering WEC hull geometry in early design processes to optimise cost, power production, and reliability.

16 TIDAL AND WAVE POWER↗
DOE OSTI2026

FOCAL Campaign IV: Integrated System Control: Turbine + Hull

Campaign IV of the Floating Offshore-wind Controls Advanced Laboratory Experimental Program (FOCAL) aimed to generate a dataset enabling the validation of a floating offshore wind turbine with turbine and hull controls. The turbine considered in this campaign is the scaled IEA 15MW Reference Wind Turbine similar to the setup considered in FOCAL Campaign I. This turbine is mounted on the VolturnUS platform with integrated hull controls similar to the hull considered in FOCAL Campaign II/III. This system is deployed for a fully-coupled wind and wave testing campaign at the University of Maine's Harold Alfond Wind and Wave (W2) facility. System dynamics and turbine characteristics are measured to determine global performance and assess the effect of the control strategies employed. NREL's reference open-source controller (ROSCO) is used for active blade pitch control and hull structural control is examined through the use of tuned mass dampers (TMD's) tuned to the systems pitch and tower-bending natural frequency. The naming convention of the load cases considered are described in the data details section. Detailed properties on the modeled system are found in the following reference: Lenfest E., Floating Offshore-wind Controls Advanced Laboratory (FOCAL) Experimental Program - Campaign IV: 1:70 Model-scale Testing of the IEA-Wind 15MW Reference Turbine and the VolturnUS-S Platform. UMaine ASCC Report Number 23-57-1183.

17 WIND ENERGY↗