40 CFR 60.4202 - What emission standards must I meet for emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2014 CFR

2014-07-01

... CI ICE with a maximum engine power less than or equal to 2,237 KW (3,000 HP) and a displacement of... CI ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than... CFR 94.8, as applicable, for all pollutants, for the same displacement and maximum engine power: (1...

40 CFR 60.4202 - What emission standards must I meet for emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2012 CFR

2012-07-01

... CI ICE with a maximum engine power less than or equal to 2,237 KW (3,000 HP) and a displacement of... CI ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than... CFR 94.8, as applicable, for all pollutants, for the same displacement and maximum engine power: (1...

40 CFR 60.4202 - What emission standards must I meet for emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2013 CFR

2013-07-01

... CI ICE with a maximum engine power less than or equal to 2,237 KW (3,000 HP) and a displacement of... CI ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than... CFR 94.8, as applicable, for all pollutants, for the same displacement and maximum engine power: (1...

Relations between the efficiency, power and dissipation for linear irreversible heat engine at maximum trade-off figure of merit

NASA Astrophysics Data System (ADS)

Iyyappan, I.; Ponmurugan, M.

2018-03-01

A trade of figure of merit (\\dotΩ ) criterion accounts the best compromise between the useful input energy and the lost input energy of the heat devices. When the heat engine is working at maximum \\dotΩ criterion its efficiency increases significantly from the efficiency at maximum power. We derive the general relations between the power, efficiency at maximum \\dotΩ criterion and minimum dissipation for the linear irreversible heat engine. The efficiency at maximum \\dotΩ criterion has the lower bound \

40 CFR 1045.140 - What is my engine's maximum engine power?

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 34 2013-07-01 2013-07-01 false What is my engine's maximum engine power? 1045.140 Section 1045.140 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND VESSELS...

40 CFR 1045.140 - What is my engine's maximum engine power?

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 34 2012-07-01 2012-07-01 false What is my engine's maximum engine power? 1045.140 Section 1045.140 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND VESSELS...

40 CFR 1045.140 - What is my engine's maximum engine power?

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 33 2011-07-01 2011-07-01 false What is my engine's maximum engine power? 1045.140 Section 1045.140 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND VESSELS...

40 CFR 1045.140 - What is my engine's maximum engine power?

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 32 2010-07-01 2010-07-01 false What is my engine's maximum engine power? 1045.140 Section 1045.140 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND VESSELS...

Relation of Fuel-Air Ratio to Engine Performance

NASA Technical Reports Server (NTRS)

Sparrow, Stanwood W

1925-01-01

The tests upon which this report is based were made at the Bureau of Standards between October 1919 and May 1923. From these it is concluded that: (1) with gasoline as a fuel, maximum power is obtained with fuel-air mixtures of from 0.07 to 0.08 pound of fuel per pound of air; (2) maximum power is obtained with approximately the same ratio over the range of air pressures and temperatures encountered in flight; (3) nearly minimum specific fuel consumption is secured by decreasing the fuel content of the charge until the power is 95 per cent of its maximum value. Presumably this information is of most direct value to the carburetor engineer. A carburetor should supply the engine with a suitable mixture. This report discusses what mixtures have been found suitable for various engines. It also furnishes the engine designer with a basis for estimating how much greater piston displacement an engine operating with a maximum economy mixture should have than one operating with a maximum power mixture in order for both to be capable of the same power development.

40 CFR 1042.830 - Labeling.

Code of Federal Regulations, 2011 CFR

2011-07-01

... family. (4) State the engine's category, displacement (in liters or L/cyl), maximum engine power (in kW... may specify displacement, maximum engine power, and power density as ranges consistent with the ranges listed in § 1042.101. See § 1042.140 for descriptions of how to specify per-cylinder displacement...

40 CFR 1042.830 - Labeling.

Code of Federal Regulations, 2014 CFR

2014-07-01

... family. (4) State the engine's category, displacement (in liters or L/cyl), maximum engine power (in kW... may specify displacement, maximum engine power, and power density as ranges consistent with the ranges listed in § 1042.101. See § 1042.140 for descriptions of how to specify per-cylinder displacement...

40 CFR 1042.830 - Labeling.

Code of Federal Regulations, 2013 CFR

2013-07-01

... family. (4) State the engine's category, displacement (in liters or L/cyl), maximum engine power (in kW... may specify displacement, maximum engine power, and power density as ranges consistent with the ranges listed in § 1042.101. See § 1042.140 for descriptions of how to specify per-cylinder displacement...

40 CFR 1042.830 - Labeling.

Code of Federal Regulations, 2010 CFR

2010-07-01

... family. (4) State the engine's category, displacement (in liters or L/cyl), maximum engine power (in kW... may specify displacement, maximum engine power, and power density as ranges consistent with the ranges listed in § 1042.101. See § 1042.140 for descriptions of how to specify per-cylinder displacement...

40 CFR 1042.830 - Labeling.

Code of Federal Regulations, 2012 CFR

2012-07-01

... family. (4) State the engine's category, displacement (in liters or L/cyl), maximum engine power (in kW... may specify displacement, maximum engine power, and power density as ranges consistent with the ranges listed in § 1042.101. See § 1042.140 for descriptions of how to specify per-cylinder displacement...

Thermodynamic and themoeconomic optimization of isothermal endoreversible chemical engine models

NASA Astrophysics Data System (ADS)

Ocampo-García, A.; Barranco-Jiménez, M. A.; Angulo-Brown, F.

2017-12-01

A branch of finite-time thermodynamics (FTT) is the thermoeconomical analysis of simplified power plant models. The most studied models are those of the Curzon-Ahlborn (CA) and Novikov-Chambadal types. In the decade of 90's of the past century, the FTT analysis of thermal engines was extended to chemical engines. In the present paper we made a thermoeconomical analysis of heat engines and chemical engines of the CA and Novikov types. This study is carried out for isothermal endoreversible chemical engine models with a linear mass transfer law and under three different modes of thermodynamic performance (maximum power, maximum ecological function and maximum efficient power).

Extracting maximum power from active colloidal heat engines

NASA Astrophysics Data System (ADS)

Martin, D.; Nardini, C.; Cates, M. E.; Fodor, É.

2018-03-01

Colloidal heat engines extract power out of a fluctuating bath by manipulating a confined tracer. Considering a self-propelled tracer surrounded by a bath of passive colloids, we optimize the engine performances based on the maximum available power. Our approach relies on an adiabatic mean-field treatment of the bath particles which reduces the many-body description into an effective tracer dynamics. It leads us to reveal that, when operated at constant activity, an engine can only produce less maximum power than its passive counterpart. In contrast, the output power of an isothermal engine, operating with cyclic variations of the self-propulsion without any passive equivalent, exhibits an optimum in terms of confinement and activity. Direct numerical simulations of the microscopic dynamics support the validity of these results even beyond the mean-field regime, with potential relevance to the design of experimental engines.

14 CFR 29.1521 - Powerplant limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... pressure (for reciprocating engines); (3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (4) The maximum allowable power or torque for each engine, considering the... maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (5) The maximum...

14 CFR 29.1521 - Powerplant limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... pressure (for reciprocating engines); (3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (4) The maximum allowable power or torque for each engine, considering the... maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (5) The maximum...

14 CFR 29.1521 - Powerplant limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... pressure (for reciprocating engines); (3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (4) The maximum allowable power or torque for each engine, considering the... maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (5) The maximum...

14 CFR 29.1521 - Powerplant limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... pressure (for reciprocating engines); (3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (4) The maximum allowable power or torque for each engine, considering the... maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (5) The maximum...

14 CFR 29.1521 - Powerplant limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... pressure (for reciprocating engines); (3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (4) The maximum allowable power or torque for each engine, considering the... maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines); (5) The maximum...

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2011 CFR

2011-01-01

... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149...

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2010 CFR

2010-01-01

... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149...

Design of a Slowed-Rotor Compound Helicopter for Future Joint Service Missions

DTIC Science & Technology

2010-01-01

achieves a 208kt top speed at engine MCP and 11,000ft/ISA while having 216hp/ton installed power, based on engine MRP and MTOW. Figure 33...Intermediate rated power ISA International Standard Atmosphere MCP Maximum continuous power MRP Maximum rated power MTOW Maximum Takeoff Weight NDARC...NASA Design and Analysis of Rotorcraft SFC Specific fuel consumption SRC Slowed-Rotor Compound Symbols σ Rotor solidity (geometric) CD Drag

14 CFR 25.363 - Side load on engine and auxiliary power unit mounts.

Code of Federal Regulations, 2011 CFR

2011-01-01

... § 25.363 Side load on engine and auxiliary power unit mounts. (a) Each engine and auxiliary power unit... the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Side load on engine and auxiliary power...

14 CFR 25.363 - Side load on engine and auxiliary power unit mounts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... § 25.363 Side load on engine and auxiliary power unit mounts. (a) Each engine and auxiliary power unit... the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Side load on engine and auxiliary power...

14 CFR 25.363 - Side load on engine and auxiliary power unit mounts.

Code of Federal Regulations, 2013 CFR

2013-01-01

... § 25.363 Side load on engine and auxiliary power unit mounts. (a) Each engine and auxiliary power unit... the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Side load on engine and auxiliary power...

14 CFR 25.363 - Side load on engine and auxiliary power unit mounts.

Code of Federal Regulations, 2014 CFR

2014-01-01

... § 25.363 Side load on engine and auxiliary power unit mounts. (a) Each engine and auxiliary power unit... the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Side load on engine and auxiliary power...

14 CFR 25.363 - Side load on engine and auxiliary power unit mounts.

Code of Federal Regulations, 2012 CFR

2012-01-01

... § 25.363 Side load on engine and auxiliary power unit mounts. (a) Each engine and auxiliary power unit... the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Side load on engine and auxiliary power...

40 CFR 1045.5 - Which engines are excluded from this part's requirements?

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND... natural gas engines. Propulsion marine engines powered by natural gas with maximum engine power at or...

40 CFR 1045.5 - Which engines are excluded from this part's requirements?

Code of Federal Regulations, 2014 CFR

2014-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND... natural gas engines. Propulsion marine engines powered by natural gas with maximum engine power at or...

40 CFR 1045.5 - Which engines are excluded from this part's requirements?

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND... natural gas engines. Propulsion marine engines powered by natural gas with maximum engine power at or...

40 CFR 1045.5 - Which engines are excluded from this part's requirements?

Code of Federal Regulations, 2012 CFR

2012-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND... natural gas engines. Propulsion marine engines powered by natural gas with maximum engine power at or...

40 CFR 1045.5 - Which engines are excluded from this part's requirements?

Code of Federal Regulations, 2013 CFR

2013-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND... natural gas engines. Propulsion marine engines powered by natural gas with maximum engine power at or...

Emission calibration of a J-58 afterburning turbojet engine at simulated supersonic stratospheric flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1974-01-01

Emissions of total oxides of nitrogen, unburned hydrocarbons, and carbon monoxide from a J-58 engine at simulated flight conditions of Mach 2.0, 2.4, and 2.8 at 19.8 km altitude are reported. For each flight condition, measurements were made for four engine power levels from maximum power without afterburning through maximum afterburning. These measurements were made 7 cm downstream of the engine primary nozzle using a single point traversing gas sample probe. Results show that emissions vary with flight speed, engine power level, and with radial position across the exhaust.

Emission calibration of a J-58 afterburning turbojet engine at simulated supersonic, stratospheric flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1974-01-01

Emissions of total oxides of nitrogen, unburned hydrocarbons, and carbon monoxide from a J-58 engine at simulated flight conditions of Mach 2.0, 2.4, and 2.8 at 19.8 km altitude are reported. For each flight condition, measurements were made for four engine power levels from maximum power without afterburning through maximum afterburning. These measurements were made 7 cm downstream of the engine primary nozzle using a single point traversing gas sample probe. Results show that emissions vary with flight speed, engine power level, and with radial position across the exhaust.

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... turbine entry gas temperature equal to the maximum steady state temperature approved for use during...

Efficiency at Maximum Power Output of a Quantum-Mechanical Brayton Cycle

NASA Astrophysics Data System (ADS)

Yuan, Yuan; He, Ji-Zhou; Gao, Yong; Wang, Jian-Hui

2014-03-01

The performance in finite time of a quantum-mechanical Brayton engine cycle is discussed, without introduction of temperature. The engine model consists of two quantum isoenergetic and two quantum isobaric processes, and works with a single particle in a harmonic trap. Directly employing the finite-time thermodynamics, the efficiency at maximum power output is determined. Extending the harmonic trap to a power-law trap, we find that the efficiency at maximum power is independent of any parameter involved in the model, but depends on the confinement of the trapping potential.

Maximum thrust mode evaluation

NASA Technical Reports Server (NTRS)

Orme, John S.; Nobbs, Steven G.

1995-01-01

Measured reductions in acceleration times which resulted from the application of the F-15 performance seeking control (PSC) maximum thrust mode during the dual-engine test phase is presented as a function of power setting and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and maximum afterburning power settings. The time savings for the supersonic acceleration is less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Recall that even though the engine is at maximum afterburner, PSC does not trim the afterburner for the maximum thrust mode. Subsonically at military power, time to accelerate from Mach 0.6 to 0.95 was cut by between 6 and 8 percent with a single engine application of PSC, and over 14 percent when both engines were optimized. At maximum afterburner, the level of thrust increases were similar in magnitude to the military power results, but because of higher thrust levels at maximum afterburner and higher aircraft drag at supersonic Mach numbers the percentage thrust increase and time to accelerate was less than for the supersonic accelerations. Savings in time to accelerate supersonically at maximum afterburner ranged from 4 to 7 percent. In general, the maximum thrust mode has performed well, demonstrating significant thrust increases at military and maximum afterburner power. Increases of up to 15 percent at typical combat-type flight conditions were identified. Thrust increases of this magnitude could be useful in a combat situation.

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2014 CFR

2014-01-01

... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149... control and the airspeed indicator has features such as low speed awareness that provide ample warning...

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2013 CFR

2013-01-01

... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149... control and the airspeed indicator has features such as low speed awareness that provide ample warning...

Optimal tuning of a confined Brownian information engine.

PubMed

Park, Jong-Min; Lee, Jae Sung; Noh, Jae Dong

2016-03-01

A Brownian information engine is a device extracting mechanical work from a single heat bath by exploiting the information on the state of a Brownian particle immersed in the bath. As for engines, it is important to find the optimal operating condition that yields the maximum extracted work or power. The optimal condition for a Brownian information engine with a finite cycle time τ has been rarely studied because of the difficulty in finding the nonequilibrium steady state. In this study, we introduce a model for the Brownian information engine and develop an analytic formalism for its steady-state distribution for any τ. We find that the extracted work per engine cycle is maximum when τ approaches infinity, while the power is maximum when τ approaches zero.

40 CFR 1042.135 - Labeling.

Code of Federal Regulations, 2011 CFR

2011-07-01

... label. (e) For engines requiring ULSD, create a separate label with the statement: “ULTRA LOW SULFUR... power (in kW), and power density (in kW/L) as needed to determine the emission standards for the engine family. You may specify displacement, maximum engine power, or power density as a range consistent with...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2013 CFR

2013-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

40 CFR 1042.140 - Maximum engine power, displacement, power density, and maximum in-use engine speed.

Code of Federal Regulations, 2011 CFR

2011-07-01

... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE... procedures of 40 CFR part 1065, based on the manufacturer's design and production specifications for the... swept volume from the design specifications for the cylinders using enough significant figures to allow...

40 CFR 1042.140 - Maximum engine power, displacement, power density, and maximum in-use engine speed.

Code of Federal Regulations, 2010 CFR

2010-07-01

... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE... procedures of 40 CFR part 1065, based on the manufacturer's design and production specifications for the... swept volume from the design specifications for the cylinders using enough significant figures to allow...

40 CFR 1042.140 - Maximum engine power, displacement, power density, and maximum in-use engine speed.

Code of Federal Regulations, 2014 CFR

2014-07-01

... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE... procedures of 40 CFR part 1065, based on the manufacturer's design and production specifications for the... swept volume from the design specifications for the cylinders using enough significant figures to allow...

14 CFR 23.49 - Stalling period.

Code of Federal Regulations, 2010 CFR

2010-01-01

... which the airplane is controllable with— (1) For reciprocating engine-powered airplanes, the engine(s... more than 110 percent of the stalling speed; (2) For turbine engine-powered airplanes, the propulsive..., VSOand VS1at maximum weight must not exceed 61 knots for— (1) Single-engine airplanes; and (2...

Influence of Alternative Engine Concepts on LCTR2 Sizing and Mission Profile

DTIC Science & Technology

2012-01-01

II), and engine performance was estimated with the Numerical Propulsion System Simulation ( NPSS ). Design trades for the ACE vs. VSPT are presented...Maximum Continuous Power MRP Maximum Rated Power (take-off power) NDARC NASA Design and Analysis of Rotorcraft NPSS Numerical Propulsion System...System Simulation ( NPSS ). Design trades for the ACE vs. VSPT are presented in terms of vehicle weight empty for variations in mission altitude and

40 CFR 60.4202 - What emission standards must I meet for emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2011 CFR

2011-07-01

... CI ICE with a maximum engine power less than or equal to 2,237 KW (3,000 HP) and a displacement of... CI ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than... stationary CI ICE with a displacement of greater than or equal to 10 liters per cylinder and less than 30...

Modeling of a resonant heat engine

NASA Astrophysics Data System (ADS)

Preetham, B. S.; Anderson, M.; Richards, C.

2012-12-01

A resonant heat engine in which the piston assembly is replaced by a sealed elastic cavity is modeled and analyzed. A nondimensional lumped-parameter model is derived and used to investigate the factors that control the performance of the engine. The thermal efficiency predicted by the model agrees with that predicted from the relation for the Otto cycle based on compression ratio. The predictions show that for a fixed mechanical load, increasing the heat input results in increased efficiency. The output power and power density are shown to depend on the loading for a given heat input. The loading condition for maximum output power is different from that required for maximum power density.

40 CFR 60.4230 - Am I subject to this subpart?

Code of Federal Regulations, 2010 CFR

2010-07-01

... spark ignition (SI) internal combustion engines (ICE) as specified in paragraphs (a)(1) through (5) of... engine is ordered by the owner or operator. (1) Manufacturers of stationary SI ICE with a maximum engine... 1, 2008. (2) Manufacturers of stationary SI ICE with a maximum engine power greater than 19 KW (25...

40 CFR 60.4230 - Am I subject to this subpart?

Code of Federal Regulations, 2014 CFR

2014-07-01

... spark ignition (SI) internal combustion engines (ICE) as specified in paragraphs (a)(1) through (6) of... engine is ordered by the owner or operator. (1) Manufacturers of stationary SI ICE with a maximum engine... 1, 2008. (2) Manufacturers of stationary SI ICE with a maximum engine power greater than 19 KW (25...

40 CFR 60.4230 - Am I subject to this subpart?

Code of Federal Regulations, 2012 CFR

2012-07-01

... spark ignition (SI) internal combustion engines (ICE) as specified in paragraphs (a)(1) through (6) of... engine is ordered by the owner or operator. (1) Manufacturers of stationary SI ICE with a maximum engine... 1, 2008. (2) Manufacturers of stationary SI ICE with a maximum engine power greater than 19 KW (25...

40 CFR 60.4230 - Am I subject to this subpart?

Code of Federal Regulations, 2011 CFR

2011-07-01

... spark ignition (SI) internal combustion engines (ICE) as specified in paragraphs (a)(1) through (5) of... engine is ordered by the owner or operator. (1) Manufacturers of stationary SI ICE with a maximum engine... 1, 2008. (2) Manufacturers of stationary SI ICE with a maximum engine power greater than 19 KW (25...

40 CFR 60.4230 - Am I subject to this subpart?

Code of Federal Regulations, 2013 CFR

2013-07-01

... spark ignition (SI) internal combustion engines (ICE) as specified in paragraphs (a)(1) through (6) of... engine is ordered by the owner or operator. (1) Manufacturers of stationary SI ICE with a maximum engine... 1, 2008. (2) Manufacturers of stationary SI ICE with a maximum engine power greater than 19 KW (25...

Underwater striling engine design with modified one-dimensional model

NASA Astrophysics Data System (ADS)

Li, Daijin; Qin, Kan; Luo, Kai

2015-09-01

Stirling engines are regarded as an efficient and promising power system for underwater devices. Currently, many researches on one-dimensional model is used to evaluate thermodynamic performance of Stirling engine, but in which there are still some aspects which cannot be modeled with proper mathematical models such as mechanical loss or auxiliary power. In this paper, a four-cylinder double-acting Stirling engine for Unmanned Underwater Vehicles (UUVs) is discussed. And a one-dimensional model incorporated with empirical equations of mechanical loss and auxiliary power obtained from experiments is derived while referring to the Stirling engine computer model of National Aeronautics and Space Administration (NASA). The P-40 Stirling engine with sufficient testing results from NASA is utilized to validate the accuracy of this one-dimensional model. It shows that the maximum error of output power of theoretical analysis results is less than 18% over testing results, and the maximum error of input power is no more than 9%. Finally, a Stirling engine for UUVs is designed with Schmidt analysis method and the modified one-dimensional model, and the results indicate this designed engine is capable of showing desired output power.

40 CFR 1042.1 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

... of “compression-ignition” in § 1042.901. (2) Marine gas turbine engines. (3) Other marine internal... engines powered by natural gas or other gaseous fuels with maximum engine power at or above 250 kW. Note... EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS Overview and Applicability...

40 CFR 1042.1 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

... of “compression-ignition” in § 1042.901. (2) Marine gas turbine engines. (3) Other marine internal... engines powered by natural gas or other gaseous fuels with maximum engine power at or above 250 kW. Note... EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS Overview and Applicability...

40 CFR 1042.1 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-07-01

... of “compression-ignition” in § 1042.901. (2) Marine gas turbine engines. (3) Other marine internal... engines powered by natural gas or other gaseous fuels with maximum engine power at or above 250 kW. Note... EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS Overview and Applicability...

40 CFR 1042.1 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... of “compression-ignition” in § 1042.901. (2) Marine gas turbine engines. (3) Other marine internal... engines powered by natural gas or other gaseous fuels with maximum engine power at or above 250 kW. Note... EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS Overview and Applicability...

40 CFR 1042.1 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-07-01

... of “compression-ignition” in § 1042.901. (2) Marine gas turbine engines. (3) Other marine internal... engines powered by natural gas or other gaseous fuels with maximum engine power at or above 250 kW. Note... EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS Overview and Applicability...

40 CFR 1042.670 - Special provisions for gas turbine engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... engines. (d) Equivalent displacement. Apply displacement-based provisions of this part by calculating an equivalent displacement from the maximum engine power. The equivalent per-cylinder displacement (in liters... engine power above 9,300 kW are considered to have an equivalent per-cylinder displacement of 29.0 liters...

40 CFR 1042.670 - Special provisions for gas turbine engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... engines. (d) Equivalent displacement. Apply displacement-based provisions of this part by calculating an equivalent displacement from the maximum engine power. The equivalent per-cylinder displacement (in liters... engine power above 9,300 kW are considered to have an equivalent per-cylinder displacement of 29.0 liters...

40 CFR 1042.670 - Special provisions for gas turbine engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... engines. (d) Equivalent displacement. Apply displacement-based provisions of this part by calculating an equivalent displacement from the maximum engine power. The equivalent per-cylinder displacement (in liters... engine power above 9,300 kW are considered to have an equivalent per-cylinder displacement of 29.0 liters...

Irreversibilities and efficiency at maximum power of heat engines: the illustrative case of a thermoelectric generator.

PubMed

Apertet, Y; Ouerdane, H; Goupil, C; Lecoeur, Ph

2012-03-01

Energy conversion efficiency at maximum output power, which embodies the essential characteristics of heat engines, is the main focus of the present work. The so-called Curzon and Ahlborn efficiency η(CA) is commonly believed to be an absolute reference for real heat engines; however, a different but general expression for the case of stochastic heat engines, η(SS), was recently found and then extended to low-dissipation engines. The discrepancy between η(CA) and η(SS) is here analyzed considering different irreversibility sources of heat engines, of both internal and external types. To this end, we choose a thermoelectric generator operating in the strong-coupling regime as a physical system to qualitatively and quantitatively study the impact of the nature of irreversibility on the efficiency at maximum output power. In the limit of pure external dissipation, we obtain η(CA), while η(SS) corresponds to the case of pure internal dissipation. A continuous transition between from one extreme to the other, which may be operated by tuning the different sources of irreversibility, also is evidenced.

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

NASA Technical Reports Server (NTRS)

Wingenback, W.; Carter, J., Jr.

1979-01-01

A conceptual design of a 3600 rpm reciprocation expander was developed for maximum thermal input power of 80 kW. The conceptual design covered two engine configurations; a single cylinder design for simple cycle operation and a two cylinder design for reheat cycle operation. The reheat expander contains a high pressure cylinder and a low pressure cylinder with steam being reheated to the initial inlet temperature after expansion in the high pressure cylinder. Power generation is accomplished with a three-phase induction motor coupled directly to the expander and connected electrically to the public utility power grid. The expander, generator, water pump and control system weigh 297 kg and are dish mounted. The steam condenser, water tank and accessory pumps are ground based. Maximum heat engine efficiency is 33 percent: maximum power conversion efficiency is 30 percent. Total cost is $3,307 or $138 per kW of maximum output power.

Efficiency at maximum power of a laser quantum heat engine enhanced by noise-induced coherence

NASA Astrophysics Data System (ADS)

Dorfman, Konstantin E.; Xu, Dazhi; Cao, Jianshu

2018-04-01

Quantum coherence has been demonstrated in various systems including organic solar cells and solid state devices. In this article, we report the lower and upper bounds for the performance of quantum heat engines determined by the efficiency at maximum power. Our prediction based on the canonical three-level Scovil and Schulz-Dubois maser model strongly depends on the ratio of system-bath couplings for the hot and cold baths and recovers the theoretical bounds established previously for the Carnot engine. Further, introducing a fourth level to the maser model can enhance the maximal power and its efficiency, thus demonstrating the importance of quantum coherence in the thermodynamics and operation of the heat engines beyond the classical limit.

Design of Intelligent Hydraulic Excavator Control System Based on PID Method

NASA Astrophysics Data System (ADS)

Zhang, Jun; Jiao, Shengjie; Liao, Xiaoming; Yin, Penglong; Wang, Yulin; Si, Kuimao; Zhang, Yi; Gu, Hairong

Most of the domestic designed hydraulic excavators adopt the constant power design method and set 85%~90% of engine power as the hydraulic system adoption power, it causes high energy loss due to mismatching of power between the engine and the pump. While the variation of the rotational speed of engine could sense the power shift of the load, it provides a new method to adjust the power matching between engine and pump through engine speed. Based on negative flux hydraulic system, an intelligent hydraulic excavator control system was designed based on rotational speed sensing method to improve energy efficiency. The control system was consisted of engine control module, pump power adjusted module, engine idle module and system fault diagnosis module. Special PLC with CAN bus was used to acquired the sensors and adjusts the pump absorption power according to load variation. Four energy saving control strategies with constant power method were employed to improve the fuel utilization. Three power modes (H, S and L mode) were designed to meet different working status; Auto idle function was employed to save energy through two work status detected pressure switches, 1300rpm was setting as the idle speed according to the engine consumption fuel curve. Transient overload function was designed for deep digging within short time without spending extra fuel. An increasing PID method was employed to realize power matching between engine and pump, the rotational speed's variation was taken as the PID algorithm's input; the current of proportional valve of variable displacement pump was the PID's output. The result indicated that the auto idle could decrease fuel consumption by 33.33% compared to work in maximum speed of H mode, the PID control method could take full use of maximum engine power at each power mode and keep the engine speed at stable range. Application of rotational speed sensing method provides a reliable method to improve the excavator's energy efficiency and realize power match between pump and engine.

Efficiency and its bounds for a quantum Einstein engine at maximum power.

PubMed

Yan, H; Guo, Hao

2012-11-01

We study a quantum thermal engine model for which the heat transfer law is determined by Einstein's theory of radiation. The working substance of the quantum engine is assumed to be a two-level quantum system of which the constituent particles obey Maxwell-Boltzmann (MB), Fermi-Dirac (FD), or Bose-Einstein (BE) distributions, respectively, at equilibrium. The thermal efficiency and its bounds at maximum power of these models are derived and discussed in the long and short thermal contact time limits. The similarity and difference between these models are discussed. We also compare the efficiency bounds of this quantum thermal engine to those of its classical counterpart.

Evaluation of a ducted-fan power plant designed for high output and good cruise fuel economy

NASA Technical Reports Server (NTRS)

Behun, M; Rom, F E; Hensley, R V

1950-01-01

Theoretical analysis of performance of a ducted-fan power plant designed both for high-output, high-altitude operation at low supersonic Mach numbers and for good fuel economy at lower fight speeds is presented. Performance of ducted fan is compared with performance (with and without tail-pipe burner) of two hypothetical turbojet engines. At maximum power, the ducted fan has propulsive thrust per unit of frontal area between thrusts obtained by turbojet engines with and without tail-pipe burners. At cruise, the ducted fan obtains lowest thrust specific fuel consumption. For equal maximum thrusts, the ducted fan obtains cruising flight duration and range appreciably greater than turbojet engines.

14 CFR 27.67 - Climb: one engine inoperative.

Code of Federal Regulations, 2013 CFR

2013-01-01

.... For multiengine helicopters, the steady rate of climb (or descent), at V y (or at the speed for... and the remaining engines at either— (1) Maximum continuous power and, for helicopters for which... power for helicopters for which certification for the use of continuous OEI power is requested. (Secs...

14 CFR 27.67 - Climb: one engine inoperative.

Code of Federal Regulations, 2012 CFR

2012-01-01

.... For multiengine helicopters, the steady rate of climb (or descent), at V y (or at the speed for... and the remaining engines at either— (1) Maximum continuous power and, for helicopters for which... power for helicopters for which certification for the use of continuous OEI power is requested. (Secs...

14 CFR 27.67 - Climb: one engine inoperative.

Code of Federal Regulations, 2010 CFR

2010-01-01

.... For multiengine helicopters, the steady rate of climb (or descent), at V y (or at the speed for... and the remaining engines at either— (1) Maximum continuous power and, for helicopters for which... power for helicopters for which certification for the use of continuous OEI power is requested. (Secs...

Jet impingement heat transfer enhancement for the GPU-3 Stirling engine

NASA Technical Reports Server (NTRS)

Johnson, D. C.; Congdon, C. W.; Begg, L. L.; Britt, E. J.; Thieme, L. G.

1981-01-01

A computer model of the combustion-gas-side heat transfer was developed to predict the effects of a jet impingement system and the possible range of improvements available. Using low temperature (315 C (600 F)) pretest data in an updated model, a high temperature silicon carbide jet impingement heat transfer system was designed and fabricated. The system model predicted that at the theoretical maximum limit, jet impingement enhanced heat transfer can: (1) reduce the flame temperature by 275 C (500 F); (2) reduce the exhaust temperature by 110 C (200 F); and (3) increase the overall heat into the working fluid by 10%, all for an increase in required pumping power of less than 0.5% of the engine power output. Initial tests on the GPU-3 Stirling engine at NASA-Lewis demonstrated that the jet impingement system increased the engine output power and efficiency by 5% - 8% with no measurable increase in pumping power. The overall heat transfer coefficient was increased by 65% for the maximum power point of the tests.

40 CFR 1045.103 - What exhaust emission standards must my outboard and personal watercraft engines meet?

Code of Federal Regulations, 2010 CFR

2010-07-01

... emission standards must my outboard and personal watercraft engines meet? (a) Duty-cycle emission standards...) Pollutant Power 1 Emission standard HC + NOX P ≤ 4.3 kWP > 4.3 kW 30.0 2.1 + 0.09 × (151 + 557/P0.9) CO P ≤ 40 kWP > 40 kW 500 − 5.0 × P300 1 Power (P) = maximum engine power for the engine family, in...

Universal Expression of Efficiency at Maximum Power: A Quantum-Mechanical Brayton Engine Working with a Single Particle Confined in a Power-Law Trap

NASA Astrophysics Data System (ADS)

Ye, Zhuo-Lin; Li, Wei-Sheng; Lai, Yi-Ming; He, Ji-Zhou; Wang, Jian-Hui

2015-12-01

We propose a quantum-mechanical Brayton engine model that works between two superposed states, employing a single particle confined in an arbitrary power-law trap as the working substance. Applying the superposition principle, we obtain the explicit expressions of the power and efficiency, and find that the efficiency at maximum power is bounded from above by the function: η+ = θ/(θ + 1), with θ being a potential-dependent exponent. Supported by the National Natural Science Foundation of China under Grant Nos. 11505091, 11265010, and 11365015, and the Jiangxi Provincial Natural Science Foundation under Grant No. 20132BAB212009

Applicability of advanced automotive heat engines to solar thermal power

NASA Technical Reports Server (NTRS)

Beremand, D. G.; Evans, D. G.; Alger, D. L.

1981-01-01

The requirements of a solar thermal power system are reviewed and compared with the predicted characteristics of automobile engines under development. A good match is found in terms of power level and efficiency when the automobile engines, designed for maximum powers of 65-100 kW (87 to 133 hp) are operated to the nominal 20-40 kW electric output requirement of the solar thermal application. At these reduced power levels it appears that the automotive gas turbine and Stirling engines have the potential to deliver the 40+ percent efficiency goal of the solar thermal program.

Applicability of advanced automotive heat engines to solar thermal power

NASA Astrophysics Data System (ADS)

Beremand, D. G.; Evans, D. G.; Alger, D. L.

The requirements of a solar thermal power system are reviewed and compared with the predicted characteristics of automobile engines under development. A good match is found in terms of power level and efficiency when the automobile engines, designed for maximum powers of 65-100 kW (87 to 133 hp) are operated to the nominal 20-40 kW electric output requirement of the solar thermal application. At these reduced power levels it appears that the automotive gas turbine and Stirling engines have the potential to deliver the 40+ percent efficiency goal of the solar thermal program.

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2010 CFR

2010-01-01

...-powered airplane of 6,000 pounds or less maximum weight must have a steady climb gradient at sea level of... gradient of climb after takeoff of at least 4 percent with (1) Take off power on each engine; (2) The...

The feasibility of water injection into the turbine coolant to permit gas turbine contingency power for helicopter application

NASA Technical Reports Server (NTRS)

Van Fossen, G. J.

1983-01-01

It is pointed out that in certain emergency situations it may be desirable to obtain power from a helicopter engine at levels greater than the maximum rating. Yost (1976) has reported studies concerning methods of power augmentation in the one engine inoperative (OEI) case. It was found that a combination of water/alcohol injection into the inlet and overtemperature/overspeed could provide adequate emergency power. The present investigation is concerned with the results of a feasibility study which analytically investigated the maximum possible level of augmentation with constant gas generator turbine stress rupture life as a constraint. In the proposed scheme, the increased engine output is obtained by turbine overtemperature, however, the temperature of the compressor bleed air used for hot section cooling is lowered by injecting and evaporating water.

Efficiency at maximum power output of linear irreversible Carnot-like heat engines.

PubMed

Wang, Yang; Tu, Z C

2012-01-01

The efficiency at maximum power output of linear irreversible Carnot-like heat engines is investigated based on the assumption that the rate of irreversible entropy production of the working substance in each "isothermal" process is a quadratic form of the heat exchange rate between the working substance and the reservoir. It is found that the maximum power output corresponds to minimizing the irreversible entropy production in two isothermal processes of the Carnot-like cycle, and that the efficiency at maximum power output has the form η(mP)=η(C)/(2-γη(C)), where η(C) is the Carnot efficiency, while γ depends on the heat transfer coefficients between the working substance and two reservoirs. The value of η(mP) is bounded between η(-)≡η(C)/2 and η(+)≡η(C)/(2-η(C)). These results are consistent with those obtained by Chen and Yan [J. Chem. Phys. 90, 3740 (1989)] based on the endoreversible assumption, those obtained by Esposito et al. [Phys. Rev. Lett. 105, 150603 (2010)] based on the low-dissipation assumption, and those obtained by Schmiedl and Seifert [Europhys. Lett. 81, 20003 (2008)] for stochastic heat engines which in fact also satisfy the low-dissipation assumption. Additionally, we find that the endoreversible assumption happens to hold for Carnot-like heat engines operating at the maximum power output based on our fundamental assumption, and that the Carnot-like heat engines that we focused on do not strictly satisfy the low-dissipation assumption, which implies that the low-dissipation assumption or our fundamental assumption is a sufficient but non-necessary condition for the validity of η(mP)=η(C)/(2-γη(C)) as well as the existence of two bounds, η(-)≡η(C)/2 and η(+)≡η(C)/(2-η(C)). © 2012 American Physical Society

Efficiency at maximum power output of linear irreversible Carnot-like heat engines

NASA Astrophysics Data System (ADS)

Wang, Yang; Tu, Z. C.

2012-01-01

The efficiency at maximum power output of linear irreversible Carnot-like heat engines is investigated based on the assumption that the rate of irreversible entropy production of the working substance in each “isothermal” process is a quadratic form of the heat exchange rate between the working substance and the reservoir. It is found that the maximum power output corresponds to minimizing the irreversible entropy production in two isothermal processes of the Carnot-like cycle, and that the efficiency at maximum power output has the form ηmP=ηC/(2-γηC), where ηC is the Carnot efficiency, while γ depends on the heat transfer coefficients between the working substance and two reservoirs. The value of ηmP is bounded between η-≡ηC/2 and η+≡ηC/(2-ηC). These results are consistent with those obtained by Chen and Yan [J. Chem. Phys.JCPSA60021-960610.1063/1.455832 90, 3740 (1989)] based on the endoreversible assumption, those obtained by Esposito [Phys. Rev. Lett.PRLTAO0031-900710.1103/PhysRevLett.105.150603 105, 150603 (2010)] based on the low-dissipation assumption, and those obtained by Schmiedl and Seifert [Europhys. Lett.EULEEJ0295-507510.1209/0295-5075/81/20003 81, 20003 (2008)] for stochastic heat engines which in fact also satisfy the low-dissipation assumption. Additionally, we find that the endoreversible assumption happens to hold for Carnot-like heat engines operating at the maximum power output based on our fundamental assumption, and that the Carnot-like heat engines that we focused on do not strictly satisfy the low-dissipation assumption, which implies that the low-dissipation assumption or our fundamental assumption is a sufficient but non-necessary condition for the validity of ηmP=ηC/(2-γηC) as well as the existence of two bounds, η-≡ηC/2 and η+≡ηC/(2-ηC).

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2012 CFR

2012-01-01

... than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149(b). [Amdt. 23-7, 34 FR 13097... lighted area such as the landing gear control and the airspeed indicator has features such as low speed...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine overtorque test. 33.84 Section 33.84... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine...

Power of a Finite Speed Carnot Engine

ERIC Educational Resources Information Center

Agrawal, D. C.; Menon, V. J.

2009-01-01

A model of an endoreversible Carnot engine is considered where the piston moves with a constant speed "u." Expressions for the cycle time [tau] for the four branches, as well as output power, P[subscript W], are derived and the optimized root for maximum power is obtained in closed form. Our results are discussed in terms of the isothermal…

40 CFR 1065.510 - Engine mapping.

Code of Federal Regulations, 2012 CFR

2012-07-01

... expected maximum power. Continue the warm-up until the engine coolant, block, or head absolute temperature... torque of zero on the engine's primary output shaft, and allow the engine to govern the speed. Measure... values. (ii) For engines without a low-speed governor, operate the engine at warm idle speed and zero...

40 CFR 1065.510 - Engine mapping.

Code of Federal Regulations, 2014 CFR

2014-07-01

... expected maximum power. Continue the warm-up until the engine coolant, block, or head absolute temperature... torque of zero on the engine's primary output shaft, and allow the engine to govern the speed. Measure... values. (ii) For engines without a low-speed governor, operate the engine at warm idle speed and zero...

40 CFR 1065.510 - Engine mapping.

Code of Federal Regulations, 2013 CFR

2013-07-01

... expected maximum power. Continue the warm-up until the engine coolant, block, or head absolute temperature... torque of zero on the engine's primary output shaft, and allow the engine to govern the speed. Measure... values. (ii) For engines without a low-speed governor, operate the engine at warm idle speed and zero...

The 25 kWe solar thermal Stirling hydraulic engine system: Conceptual design

NASA Technical Reports Server (NTRS)

White, Maurice; Emigh, Grant; Noble, Jack; Riggle, Peter; Sorenson, Torvald

1988-01-01

The conceptual design and analysis of a solar thermal free-piston Stirling hydraulic engine system designed to deliver 25 kWe when coupled to a 11 meter test bed concentrator is documented. A manufacturing cost assessment for 10,000 units per year was made. The design meets all program objectives including a 60,000 hr design life, dynamic balancing, fully automated control, more than 33.3 percent overall system efficiency, properly conditioned power, maximum utilization of annualized insolation, and projected production costs. The system incorporates a simple, rugged, reliable pool boiler reflux heat pipe to transfer heat from the solar receiver to the Stirling engine. The free-piston engine produces high pressure hydraulic flow which powers a commercial hydraulic motor that, in turn, drives a commercial rotary induction generator. The Stirling hydraulic engine uses hermetic bellows seals to separate helium working gas from hydraulic fluid which provides hydrodynamic lubrication to all moving parts. Maximum utilization of highly refined, field proven commercial components for electric power generation minimizes development cost and risk.

Improving Power Density of Free-Piston Stirling Engines

NASA Technical Reports Server (NTRS)

Briggs, Maxwell H.; Prahl, Joseph; Loparo, Kenneth

2016-01-01

Analyses and experiments demonstrate the potential benefits of optimizing piston and displacer motion in a free piston Stirling Engine. Isothermal analysis shows the theoretical limits of power density improvement due to ideal motion in ideal Stirling engines. More realistic models based on nodal analysis show that ideal piston and displacer waveforms are not optimal, often producing less power than engines that use sinusoidal piston and displacer motion. Constrained optimization using nodal analysis predicts that Stirling engine power density can be increased by as much as 58 using optimized higher harmonic piston and displacer motion. An experiment is conducted in which an engine designed for sinusoidal motion is forced to operate with both second and third harmonics, resulting in a maximum piston power increase of 14. Analytical predictions are compared to experimental data showing close agreement with indirect thermodynamic power calculations, but poor agreement with direct electrical power measurements.

Improving Free-Piston Stirling Engine Power Density

NASA Technical Reports Server (NTRS)

Briggs, Maxwell H.

2016-01-01

Analyses and experiments demonstrate the potential benefits of optimizing piston and displacer motion in a free piston Stirling Engine. Isothermal analysis shows the theoretical limits of power density improvement due to ideal motion in ideal Stirling engines. More realistic models based on nodal analysis show that ideal piston and displacer waveforms are not optimal, often producing less power than engines that use sinusoidal piston and displacer motion. Constrained optimization using nodal analysis predicts that Stirling engine power density can be increased by as much as 58% using optimized higher harmonic piston and displacer motion. An experiment is conducted in which an engine designed for sinusoidal motion is forced to operate with both second and third harmonics, resulting in a maximum piston power increase of 14%. Analytical predictions are compared to experimental data showing close agreement with indirect thermodynamic power calculations, but poor agreement with direct electrical power measurements.

Performance documentation of the engineering model 30-cm diameter thruster

NASA Technical Reports Server (NTRS)

Bechtel, R. T.; Rawlin, V. K.

1976-01-01

The results of extensive testing of two 30-cm ion thrusters which are virtually identical to the 900 series Engineering Model Thruster in an ongoing 15,000-hour life test are presented. Performance data for the nominal fullpower (2650 W) operating point; performance sensitivities to discharge voltage, discharge losses, accelerator voltage, and magnetic baffle current; and several power throttling techniques (maximum Isp, maximum thrust/power ratio, and two cases in between are included). Criteria for throttling are specified in terms of the screen power supply envelope, thruster operating limits, and control stability. In addition, reduced requirements for successful high voltage recycles are presented.

Efficiency and its bounds for thermal engines at maximum power using Newton's law of cooling.

PubMed

Yan, H; Guo, Hao

2012-01-01

We study a thermal engine model for which Newton's cooling law is obeyed during heat transfer processes. The thermal efficiency and its bounds at maximum output power are derived and discussed. This model, though quite simple, can be applied not only to Carnot engines but also to four other types of engines. For the long thermal contact time limit, new bounds, tighter than what were known before, are obtained. In this case, this model can simulate Otto, Joule-Brayton, Diesel, and Atkinson engines. While in the short contact time limit, which corresponds to the Carnot cycle, the same efficiency bounds as that from Esposito et al. [Phys. Rev. Lett. 105, 150603 (2010)] are derived. In both cases, the thermal efficiency decreases as the ratio between the heat capacities of the working medium during heating and cooling stages increases. This might provide instructions for designing real engines. © 2012 American Physical Society

More bang for your buck: super-adiabatic quantum engines.

PubMed

del Campo, A; Goold, J; Paternostro, M

2014-08-28

The practical untenability of the quasi-static assumption makes any realistic engine intrinsically irreversible and its operating time finite, thus implying friction effects at short cycle times. An important technological goal is thus the design of maximally efficient engines working at the maximum possible power. We show that, by utilising shortcuts to adiabaticity in a quantum engine cycle, one can engineer a thermodynamic cycle working at finite power and zero friction. Our findings are illustrated using a harmonic oscillator undergoing a quantum Otto cycle.

More bang for your buck: Super-adiabatic quantum engines

PubMed Central

Campo, A. del; Goold, J.; Paternostro, M.

2014-01-01

The practical untenability of the quasi-static assumption makes any realistic engine intrinsically irreversible and its operating time finite, thus implying friction effects at short cycle times. An important technological goal is thus the design of maximally efficient engines working at the maximum possible power. We show that, by utilising shortcuts to adiabaticity in a quantum engine cycle, one can engineer a thermodynamic cycle working at finite power and zero friction. Our findings are illustrated using a harmonic oscillator undergoing a quantum Otto cycle. PMID:25163421

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Climb: All engines operating. 23.65 Section... Climb: All engines operating. (a) Each normal, utility, and acrobatic category reciprocating engine... than maximum continuous power on each engine; (2) The landing gear retracted; (3) The wing flaps in the...

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Climb: All engines operating. 23.65 Section... Climb: All engines operating. (a) Each normal, utility, and acrobatic category reciprocating engine... than maximum continuous power on each engine; (2) The landing gear retracted; (3) The wing flaps in the...

Efficiency at maximum power of low-dissipation Carnot engines.

PubMed

Esposito, Massimiliano; Kawai, Ryoichi; Lindenberg, Katja; Van den Broeck, Christian

2010-10-08

We study the efficiency at maximum power, η*, of engines performing finite-time Carnot cycles between a hot and a cold reservoir at temperatures Th and Tc, respectively. For engines reaching Carnot efficiency ηC=1-Tc/Th in the reversible limit (long cycle time, zero dissipation), we find in the limit of low dissipation that η* is bounded from above by ηC/(2-ηC) and from below by ηC/2. These bounds are reached when the ratio of the dissipation during the cold and hot isothermal phases tend, respectively, to zero or infinity. For symmetric dissipation (ratio one) the Curzon-Ahlborn efficiency ηCA=1-√Tc/Th] is recovered.

Magnetic emissions testing of the space station engineering model resistojet

NASA Technical Reports Server (NTRS)

Briehl, Daniel

1988-01-01

The engineering model resistojet intended for altitude maintenance onboard the space station was tested for magnetic radiation emissions in the Radio Frequency Interference (RFI) facility at the Goddard Space Flight Center. The resistojet heater was supplied with power at 20 kHz and low voltage through a power controller. The resistojet was isolated from its power supply in the RFI enclosure, and the magnetic emission measured at three locations around the resistojet at various heater currents. At a heater current of 18.5 A the maximum magnetic emission was 61 dBpt at a distance of 1 m from the resistojet and at a location at the rear of the thruster. Calculations indicate that the case and heat shields provided a minimum of 4 dB of attenuation at a current of 18.5 A. Maximum radiation was measured at the rear of the resistojet along its major axis and was thought to be due to the magnetic radiation from the power leads. At a distance of 37 cm from the resistojet the maximum magnetic radiation measured was 73 dBpt at a current of 11.2 A. The power input leads were also a source of magnetic radiation. The engineering model rssistojet requires about 20 dB of additional shielding.

The induction of water to the inlet air as a means of internal cooling in aircraft-engine cylinders

NASA Technical Reports Server (NTRS)

Rothrock, Addison M; Krsek, Alois, Jr; Jones, Anthony W

1943-01-01

Report presents the results of investigations conducted on a full-scale air-cooled aircraft-engine cylinder of 202-cubic inch displacement to determine the effects of internal cooling by water induction on the maximum permissible power and output of an internal-combustion engine. For a range of fuel-air and water-fuel ratios, the engine inlet pressure was increased until knock was detected aurally, the power was then decreased 7 percent holding the ratios constant. The data indicated that water was a very effective internal coolant, permitting large increases in engine power as limited by either knock or by cylinder temperatures.

40 CFR 1039.250 - What records must I keep and what reports must I send to EPA?

Code of Federal Regulations, 2010 CFR

2010-07-01

...-IGNITION ENGINES Certifying Engine Families § 1039.250 What records must I keep and what reports must I... a report describing the following information about engines you produced during the model year: (1) Report the total number of engines you produced in each engine family by maximum engine power, total...

Integration of Rotor Aerodynamic Optimization with the Conceptual Design of a Large Civil Tiltrotor

DTIC Science & Technology

2010-01-01

Rotor MCP Maximum Continuous Power MRP Maximum Rated Power (take-off power) NDARC NASA Design and Analysis of Rotorcraft OEI One Engine Inoperative...OGE Out of Ground Effect SFC Specific Fuel Consumption SNI Simultaneous Non-Interfering approach STOL Short Takeoff and Landing VTOL Vertical...that are assembled into a complete aircraft model. NDARC is designed for high computational efficiency. Performance is calculated with physics- based

40 CFR 1042.840 - Application requirements for remanufactured engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, ultra low-sulfur diesel fuel). List each distinguishable... and the range of values for maximum engine power resulting from production tolerances, as described in...

40 CFR 1042.840 - Application requirements for remanufactured engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, ultra low-sulfur diesel fuel). List each distinguishable... and the range of values for maximum engine power resulting from production tolerances, as described in...

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2013 CFR

2013-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2014 CFR

2014-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2012 CFR

2012-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2011 CFR

2011-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

14 CFR 27.65 - Climb: all engines operating.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Climb: all engines operating. 27.65 Section... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.65 Climb: all engines operating. (a...) With maximum continuous power on each engine; (ii) With the landing gear retracted; and (iii) For the...

14 CFR 27.65 - Climb: all engines operating.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Climb: all engines operating. 27.65 Section... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.65 Climb: all engines operating. (a...) With maximum continuous power on each engine; (ii) With the landing gear retracted; and (iii) For the...

Performance of a multilevel quantum heat engine of an ideal N-particle Fermi system.

PubMed

Wang, Rui; Wang, Jianhui; He, Jizhou; Ma, Yongli

2012-08-01

We generalize the quantum heat engine (QHE) model which was first proposed by Bender et al. [J. Phys. A 33, 4427 (2000)] to the case in which an ideal Fermi gas with an arbitrary number N of particles in a box trap is used as the working substance. Besides two quantum adiabatic processes, the engine model contains two isoenergetic processes, during which the particles are coupled to energy baths at a high constant energy E(h) and a low constant energy E(c), respectively. Directly employing the finite-time thermodynamics, we find that the power output is enhanced by increasing particle number N (or decreasing minimum trap size L(A)) for given L(A) (or N), without reduction in the efficiency. By use of global optimization, the efficiency at possible maximum power output (EPMP) is found to be universal and independent of any parameter contained in the engine model. For an engine model with any particle-number N, the efficiency at maximum power output (EMP) can be determined under the condition that it should be closest to the EPMP. Moreover, we extend the heat engine to a more general multilevel engine model with an arbitrary 1D power-law potential. Comparison between our engine model and the Carnot cycle shows that, under the same conditions, the efficiency η = 1 - E(c)/E(h) of the engine cycle is bounded from above the Carnot value η(c) =1 - T(c)/T(h).

14 CFR 33.78 - Rain and hail ingestion.

Code of Federal Regulations, 2010 CFR

2010-01-01

....78 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.78 Rain and... aircraft operating in rough air, with the engine at maximum continuous power, may not cause unacceptable...

Efficiency at maximum power output of quantum heat engines under finite-time operation.

PubMed

Wang, Jianhui; He, Jizhou; Wu, Zhaoqi

2012-03-01

We study the efficiency at maximum power, η(m), of irreversible quantum Carnot engines (QCEs) that perform finite-time cycles between a hot and a cold reservoir at temperatures T(h) and T(c), respectively. For QCEs in the reversible limit (long cycle period, zero dissipation), η(m) becomes identical to the Carnot efficiency η(C)=1-T(c)/T(h). For QCE cycles in which nonadiabatic dissipation and the time spent on two adiabats are included, the efficiency η(m) at maximum power output is bounded from above by η(C)/(2-η(C)) and from below by η(C)/2. In the case of symmetric dissipation, the Curzon-Ahlborn efficiency η(CA)=1-√(T(c)/T(h)) is recovered under the condition that the time allocation between the adiabats and the contact time with the reservoir satisfy a certain relation.

40 CFR 1054.740 - What special provisions apply for generating and using emission credits?

Code of Federal Regulations, 2011 CFR

2011-07-01

...) × (Avg. Power) × (Avg. UL) × (LF) ×(10−3) Where: Emissions Delta = 1.6 g/kW-hr for Class I and 2.1 g/kW... volumes. Avg. Power = the production-weighted average value of the maximum modal power for all your engine families in the engine class, as described in § 1054.705(a), in kilowatts. Avg. UL = the production...

40 CFR 1033.140 - Rated power.

Code of Federal Regulations, 2010 CFR

2010-07-01

... configuration's rated power is the maximum brake power point on the nominal power curve for the locomotive configuration, as defined in this section. See § 1033.901 for the definition of brake power. Round the power value to the nearest whole horsepower. Generally, this will be the brake power of the engine in notch 8...

Efficiency at maximum power of a chemical engine.

PubMed

Hooyberghs, Hans; Cleuren, Bart; Salazar, Alberto; Indekeu, Joseph O; Van den Broeck, Christian

2013-10-07

A cyclically operating chemical engine is considered that converts chemical energy into mechanical work. The working fluid is a gas of finite-sized spherical particles interacting through elastic hard collisions. For a generic transport law for particle uptake and release, the efficiency at maximum power η(mp) [corrected] takes the form 1/2+cΔμ+O(Δμ(2)), with 1∕2 a universal constant and Δμ the chemical potential difference between the particle reservoirs. The linear coefficient c is zero for engines featuring a so-called left/right symmetry or particle fluxes that are antisymmetric in the applied chemical potential difference. Remarkably, the leading constant in η(mp) [corrected] is non-universal with respect to an exceptional modification of the transport law. For a nonlinear transport model, we obtain η(mp) = 1/(θ + 1) [corrected], with θ > 0 the power of Δμ in the transport equation.

The performance and emissions of diesel engines with biodiesel of sunan pecan seed and diesel oil blends

NASA Astrophysics Data System (ADS)

Ariani, F.; Sitorus, T. B.; Ginting, E.

2017-12-01

An observation was performed to evaluate the performance of direct injection stationary diesel engine which used a blends of biodiesel of Sunan pecan seed. The experiments were done with diesel oil, B5, B10, B15 and B20 in the engine speed variety. Results showed that the values of torque, power and thermal efficiency tend to decrease when the engine is using B5, B10, B15 and B20, compared to diesel oil. It also shown that the specific fuel consumption is increased when using B5, B10, B15 and B20. From the results of experiments and calculations, the maximum power of 3.08 kW, minimum specific fuel consumption of 189.93 g/kWh and maximum thermal efficiency of 45.53% when engine using diesel oil. However, exhaust gases were measured include opacity, carbon monoxide and hydrocarbon when the engine using biodiesel B5, B10, B15 and B20 decreased.

Thermal design of a natural gas - diesel dual fuel turbocharged V18 engine for ship propulsion and power plant applications

NASA Astrophysics Data System (ADS)

Douvartzides, S.; Karmalis, I.

2016-11-01

A detailed method is presented on the thermal design of a natural gas - diesel dual fuel internal combustion engine. An 18 cylinder four stroke turbocharged engine is considered to operate at a maximum speed of 500 rpm for marine and power plant applications. Thermodynamic, heat transfer and fluid flow phenomena are mathematically analyzed to provide a real cycle analysis together with a complete set of calculated operation conditions, power characteristics and engine efficiencies. The method is found to provide results in close agreement to published data for the actual performance of similar engines such as V18 MAN 51/60DF.

Exhaust emission survey of an F100 afterburning turbofan engine at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E.; Cullom, R. R.

1981-01-01

Emissions of carbon monoxide, total oxides of nitrogen, unburned hydrocarbons, and carbon dioxide from an F100, afterburning, two spool turbofan engine at simulated flight conditions are reported. For each flight condition emission measurements were made for two or three power levels from intermediate power (nonafterburning) through maximum afterburning. The data showed that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate power (nonafterburning) and partial afterburning, but regions of high carbon monoxide were present downstream of the flame holder at maximum afterburning. Unburned hydrocarbon emissions were low for most of the simulated flight conditions. The local NOX concentrations and their variability with power level increased with increasing flight Mach number at constant altitude, and decreased with increasing altitude at constant Mach number. Carbon dioxide emissions were proportional to local fuel air ratio for all conditions.

Contingency power for small turboshaft engines using water injection into turbine cooling air

NASA Technical Reports Server (NTRS)

Biesiadny, Thomas J.; Klann, Gary A.; Clark, David A.; Berger, Brett

1987-01-01

Because of one engine inoperative requirements, together with hot-gas reingestion and hot day, high altitude takeoff situations, power augmentation for multiengine rotorcraft has always been of critical interest. However, power augmentation using overtemperature at the turbine inlet will shorten turbine life unless a method of limiting thermal and mechanical stresses is found. A possible solution involves allowing the turbine inlet temperature to rise to augment power while injecting water into the turbine cooling air to limit hot-section metal temperatures. An experimental water injection device was installed in an engine and successfully tested. Although concern for unprotected subcomponents in the engine hot section prevented demonstration of the technique's maximum potential, it was still possible to demonstrate increases in power while maintaining nearly constant turbine rotor blade temperature.

40 CFR 1048.620 - What are the provisions for exempting large engines fueled by natural gas or liquefied petroleum...

Code of Federal Regulations, 2010 CFR

2010-07-01

... large engines fueled by natural gas or liquefied petroleum gas? 1048.620 Section 1048.620 Protection of... exempting large engines fueled by natural gas or liquefied petroleum gas? (a) If an engine meets all the... natural gas or liquefied petroleum gas. (2) The engine must have maximum engine power at or above 250 kW...

40 CFR 1048.620 - What are the provisions for exempting large engines fueled by natural gas or liquefied petroleum...

Code of Federal Regulations, 2011 CFR

2011-07-01

... large engines fueled by natural gas or liquefied petroleum gas? 1048.620 Section 1048.620 Protection of... exempting large engines fueled by natural gas or liquefied petroleum gas? (a) If an engine meets all the... natural gas or liquefied petroleum gas. (2) The engine must have maximum engine power at or above 250 kW...

Irreversible Brownian Heat Engine

NASA Astrophysics Data System (ADS)

Taye, Mesfin Asfaw

2017-10-01

We model a Brownian heat engine as a Brownian particle that hops in a periodic ratchet potential where the ratchet potential is coupled with a linearly decreasing background temperature. We show that the efficiency of such Brownian heat engine approaches the efficiency of endoreversible engine η =1-√{{Tc/Th}} [23]. On the other hand, the maximum power efficiency of the engine approaches η ^{MAX}=1-({Tc/Th})^{1\\over 4}. It is shown that the optimized efficiency always lies between the efficiency at quasistatic limit and the efficiency at maximum power while the efficiency at maximum power is always less than the optimized efficiency since the fast motion of the particle comes at the expense of the energy cost. If the heat exchange at the boundary of the heat baths is included, we show that such a Brownian heat engine has a higher performance when acting as a refrigerator than when operating as a device subjected to a piecewise constant temperature. The role of time on the performance of the motor is also explored via numerical simulations. Our numerical results depict that the time t and the external load dictate the direction of the particle velocity. Moreover, the performance of the heat engine improves with time. At large t (steady state), the velocity, the efficiency and the coefficient of performance of the refrigerator attain their maximum value. Furthermore, we study the effect of temperature by considering a viscous friction that decreases exponentially as the background temperature increases. Our result depicts that the Brownian particle exhibits a fast unidirectional motion when the viscous friction is temperature dependent than that of constant viscous friction. Moreover, the efficiency of this motor is considerably enhanced when the viscous friction is temperature dependent. On the hand, the motor exhibits a higher performance of the refrigerator when the viscous friction is taken to be constant.

Calculations of the Performance of a Compression-Ignition Engine-Compressor Turbine Combination I : Performance of a Highly Supercharged Compression-Ignition Engine

NASA Technical Reports Server (NTRS)

Sanders, J. C.; Mendelson, Alexander

1945-01-01

Small high-speed single-cylinder compression-ignition engines were tested to determine their performance characteristics under high supercharging. Calculations were made on the energy available in the exhaust gas of the compression-ignition engines. The maximum power at any given maximum cylinder pressure was obtained when the compression pressure was equal to the maximum cylinder pressure. Constant-pressure combustion was found possible at an engine speed of 2200 rpm. Exhaust pressures and temperatures were determined from an analysis of indicator cards. The analysis showed that, at rich mixtures with the exhaust back pressure equal to the inlet-air pressure, there is excess energy available for driving a turbine over that required for supercharging. The presence of this excess energy indicates that a highly supercharged compression-ignition engine might be desirable as a compressor and combustion chamber for a turbine.

40 CFR 1039.627 - What are the incentives for equipment manufacturers to use cleaner engines?

Code of Federal Regulations, 2012 CFR

2012-07-01

... engines. (e) In-use fuel. If the engine manufacturer certifies using ultra low-sulfur diesel fuel, you... commits to a central-fueling facility with ultra low-sulfur diesel fuel throughout its lifetime would meet... 1039: If the engine's maximum power is . . . And you install . . . Certified early to the . . . You may...

40 CFR 1039.627 - What are the incentives for equipment manufacturers to use cleaner engines?

Code of Federal Regulations, 2013 CFR

2013-07-01

... engines. (e) In-use fuel. If the engine manufacturer certifies using ultra low-sulfur diesel fuel, you... commits to a central-fueling facility with ultra low-sulfur diesel fuel throughout its lifetime would meet... 1039: If the engine's maximum power is . . . And you install . . . Certified early to the . . . You may...

40 CFR 1039.627 - What are the incentives for equipment manufacturers to use cleaner engines?

Code of Federal Regulations, 2014 CFR

2014-07-01

... engines. (e) In-use fuel. If the engine manufacturer certifies using ultra low-sulfur diesel fuel, you... commits to a central-fueling facility with ultra low-sulfur diesel fuel throughout its lifetime would meet... 1039: If the engine's maximum power is . . . And you install . . . Certified early to the . . . You may...

The effect of preignition on cylinder temperatures, pressures, power output, and piston failures

NASA Technical Reports Server (NTRS)

Corrington, Lester C; Fisher, William F

1947-01-01

An investigation was conducted using a cylinder of a V-type liquid-cooled engine to observe the behavior of the cylinder when operated under preignition conditions. Data were recorded that showed cylinder-head temperatures, time of ignition, engine speed, power output, and change in maximum cylinder pressure as a function of time as the engine entered preignition and was allowed to operate under preignition conditions for a short time. The effects of the following variables on the engine behavior during preignition were investigated: fuel-air ratio, power level, aromatic content of fuel, engine speed, mixture temperature, and preignition source. The power levels at which preignition would cause complete piston failure for the selected engine operating conditions and the types of failure encountered when using various values of clearance between the piston and cylinder barrel were determined. The fuels used had performance numbers high enough to preclude any possibility of knock throughout the test program.

Aircraft Particle Emissions eXperiment (APEX)

NASA Technical Reports Server (NTRS)

Wey, C. C.; Anderson, B. E.; Hudgins, C.; Wey, C.; Li-Jones, X.; Winstead, E.; Thornhill, L. K.; Lobo, P.; Hagen, D.; Whitefield, P.

2006-01-01

APEX systematically investigated the gas-phase and particle emissions from a CFM56-2C1 engine on NASA's DC-8 aircraft as functions of engine power, fuel composition, and exhaust plumage. Emissions parameters were measured at 11 engine power, settings, ranging from idle to maximum thrust, in samples collected at 1, 10, and 30 m downstream of the exhaust plane as the aircraft burned three fuels to stress relevant chemistry. Gas-phase emission indices measured at 1 m were in good agreement with the ICAO data and predictions provided by GEAE empirical modeling tools. Soot particles emitted by the engine exhibited a log-normal size distribution peaked between 15 and 40 nm, depending on engine power. Samples collected 30 m downstream of the engine exhaust plane exhibited a prominent nucleation mode.

Aeroelastic Stability of the LCTR2 Civil Tiltrotor

DTIC Science & Technology

2008-10-01

Airfoils MCP Maximum Continuous Power MRP Maximum Rated Power (take-off power) OGE Out of Ground Effect SFC Specific Fuel Consumption SLS Sea-Level...Ref. 6). Aircraft technology projections from the LCTR1 have been updated for the LCTR2 based on a service entry date of 2018. Table 1 summarizes...Length, ft 108.9 Wing span, ft 107.0 Wing loading, lb/ft2 107.4 Wing sweep −5.0 deg Engine power, hp 4×7500 SFC (at MRP , SLS), lb/hr/hp 0.373

Rotordynamic Feasibility of a Conceptual Variable-Speed Power Turbine Propulsion System for Large Civil Tilt-Rotor Applications

NASA Technical Reports Server (NTRS)

Howard, Samuel

2012-01-01

A variable-speed power turbine concept is analyzed for rotordynamic feasibility in a Large Civil Tilt-Rotor (LCTR) class engine. Implementation of a variable-speed power turbine in a rotorcraft engine would enable high efficiency propulsion at the high forward velocities anticipated of large tilt-rotor vehicles. Therefore, rotordynamics is a critical issue for this engine concept. A preliminary feasibility study is presented herein to address this concern and identify if variable-speed is possible in a conceptual engine sized for the LCTR. The analysis considers critical speed placement in the operating speed envelope, stability analysis up to the maximum anticipated operating speed, and potential unbalance response amplitudes to determine that a variable-speed power turbine is likely to be challenging, but not impossible to achieve in a tilt-rotor propulsion engine.

46 CFR 52.01-55 - Increase in maximum allowable working pressure.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 2 2011-10-01 2011-10-01 false Increase in maximum allowable working pressure. 52.01-55 Section 52.01-55 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS General Requirements § 52.01-55 Increase in maximum allowable working pressure. (a) When...

46 CFR 52.01-55 - Increase in maximum allowable working pressure.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 2 2012-10-01 2012-10-01 false Increase in maximum allowable working pressure. 52.01-55 Section 52.01-55 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS General Requirements § 52.01-55 Increase in maximum allowable working pressure. (a) When...

46 CFR 52.01-55 - Increase in maximum allowable working pressure.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 2 2010-10-01 2010-10-01 false Increase in maximum allowable working pressure. 52.01-55 Section 52.01-55 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS General Requirements § 52.01-55 Increase in maximum allowable working pressure. (a) When...

46 CFR 52.01-55 - Increase in maximum allowable working pressure.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 2 2014-10-01 2014-10-01 false Increase in maximum allowable working pressure. 52.01-55 Section 52.01-55 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS General Requirements § 52.01-55 Increase in maximum allowable working pressure. (a) When...

46 CFR 52.01-55 - Increase in maximum allowable working pressure.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 2 2013-10-01 2013-10-01 false Increase in maximum allowable working pressure. 52.01-55 Section 52.01-55 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS General Requirements § 52.01-55 Increase in maximum allowable working pressure. (a) When...

Conflict between internal combustion engine and thermoelectric generator during waste heat recovery in cars

NASA Astrophysics Data System (ADS)

Korzhuev, M. A.

2011-02-01

It is shown that an internal combustion engine and a thermoelectric generator (TEG) arranged on the exhaust pipe of this engine come into the conflict of thermal machines that is related to using the same energy resource. The conflict grows with increasing useful electric power W e of the TEG, which leads to the limitation of both the maximum TEG output power ( W {e/max}) and the possibility of waste heat recovery in cars.

Contingency power for a small turboshaft engine by using water injection into turbine cooling air

NASA Technical Reports Server (NTRS)

Biesiadny, Thomas J.; Klann, Gary A.

1992-01-01

Because of one-engine-inoperative (OEI) requirements, together with hot-gas reingestion and hot-day, high-altitude take-off situations, power augmentation for multiengine rotorcraft has always been of critical interest. However, power augmentation by using overtemperature at the turbine inlet will shorten turbine life unless a method of limiting thermal and mechanical stress is found. A possible solution involves allowing the turbine inlet temperature to rise to augment power while injecting water into the turbine cooling air to limit hot-section metal temperatures. An experimental water injection device was installed in an engine and successfully tested. Although concern for unprotected subcomponents in the engine hot section prevented demonstration of the technique's maximum potential, it was still possible to demonstrate increases in power while maintaining nearly constant turbine rotor blade temperature.

High voltage series resonant inverter ion engine screen supply. [SCR series resonant inverter for space applications

NASA Technical Reports Server (NTRS)

Biess, J. J.; Inouye, L. Y.; Shank, J. H.

1974-01-01

A high-voltage, high-power LC series resonant inverter using SCRs has been developed for an Ion Engine Power Processor. The inverter operates within 200-400Vdc with a maximum output power of 2.5kW. The inverter control logic, the screen supply electrical and mechanical characteristics, the efficiency and losses in power components, regulation on the dual feedback principle, the SCR waveforms and the component weight are analyzed. Efficiency of 90.5% and weight density of 4.1kg/kW are obtained.

A study of power cycles using supercritical carbon dioxide as the working fluid

NASA Astrophysics Data System (ADS)

Schroder, Andrew Urban

A real fluid heat engine power cycle analysis code has been developed for analyzing the zero dimensional performance of a general recuperated, recompression, precompression supercritical carbon dioxide power cycle with reheat and a unique shaft configuration. With the proposed shaft configuration, several smaller compressor-turbine pairs could be placed inside of a pressure vessel in order to avoid high speed, high pressure rotating seals. The small compressor-turbine pairs would share some resemblance with a turbocharger assembly. Variation in fluid properties within the heat exchangers is taken into account by discretizing zero dimensional heat exchangers. The cycle analysis code allows for multiple reheat stages, as well as an option for the main compressor to be powered by a dedicated turbine or an electrical motor. Variation in performance with respect to design heat exchanger pressure drops and minimum temperature differences, precompressor pressure ratio, main compressor pressure ratio, recompression mass fraction, main compressor inlet pressure, and low temperature recuperator mass fraction have been explored throughout a range of each design parameter. Turbomachinery isentropic efficiencies are implemented and the sensitivity of the cycle performance and the optimal design parameters is explored. Sensitivity of the cycle performance and optimal design parameters is studied with respect to the minimum heat rejection temperature and the maximum heat addition temperature. A hybrid stochastic and gradient based optimization technique has been used to optimize critical design parameters for maximum engine thermal efficiency. A parallel design exploration mode was also developed in order to rapidly conduct the parameter sweeps in this design space exploration. A cycle thermal efficiency of 49.6% is predicted with a 320K [47°C] minimum temperature and 923K [650°C] maximum temperature. The real fluid heat engine power cycle analysis code was expanded to study a theoretical recuperated Lenoir cycle using supercritical carbon dioxide as the working fluid. The real fluid cycle analysis code was also enhanced to study a combined cycle engine cascade. Two engine cascade configurations were studied. The first consisted of a traditional open loop gas turbine, coupled with a series of recuperated, recompression, precompression supercritical carbon dioxide power cycles, with a predicted combined cycle thermal efficiency of 65.0% using a peak temperature of 1,890K [1,617°C]. The second configuration consisted of a hybrid natural gas powered solid oxide fuel cell and gas turbine, coupled with a series of recuperated, recompression, precompression supercritical carbon dioxide power cycles, with a predicted combined cycle thermal efficiency of 73.1%. Both configurations had a minimum temperature of 306K [33°C]. The hybrid stochastic and gradient based optimization technique was used to optimize all engine design parameters for each engine in the cascade such that the entire engine cascade achieved the maximum thermal efficiency. The parallel design exploration mode was also utilized in order to understand the impact of different design parameters on the overall engine cascade thermal efficiency. Two dimensional conjugate heat transfer (CHT) numerical simulations of a straight, equal height channel heat exchanger using supercritical carbon dioxide were conducted at various Reynolds numbers and channel lengths.

14 CFR 25.1093 - Induction system icing protection.

Code of Federal Regulations, 2011 CFR

2011-01-01

... percent of maximum continuous power. (b) Turbine engines. (1) Each turbine engine must operate throughout... turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing... between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 grams per...

14 CFR 25.1093 - Induction system icing protection.

Code of Federal Regulations, 2014 CFR

2014-01-01

... percent of maximum continuous power. (b) Turbine engines. (1) Each turbine engine must operate throughout... turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing... between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 grams per...

14 CFR 25.1093 - Induction system icing protection.

Code of Federal Regulations, 2013 CFR

2013-01-01

... percent of maximum continuous power. (b) Turbine engines. (1) Each turbine engine must operate throughout... turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing... between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 grams per...

14 CFR 25.1093 - Induction system icing protection.

Code of Federal Regulations, 2012 CFR

2012-01-01

... percent of maximum continuous power. (b) Turbine engines. (1) Each turbine engine must operate throughout... turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing... between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 grams per...

Development of procedures for calculating stiffness and damping of elastomers in engineering applications, part 7

NASA Technical Reports Server (NTRS)

Rieger, A.; Zorzi, E.

1980-01-01

An elastomer shear damper was designed, tested, and compared with the performance of the T 55 power turbine supported on the production engine roller bearing support. The Viton 70 shear damper was designed so that the elastomer damper could be interchanged with the production T 55 power turbine roller bearing support. The results show that the elastomer sheer dampener permitted stable operation of the power turbine to the maximum operating speed of 16,000 rpm.

40 CFR 1065.610 - Duty cycle generation.

Code of Federal Regulations, 2012 CFR

2012-07-01

... maximum power at which 50% of maximum power occurs. Denote this value as n lo. Take n lo to be warm idle... representative engine speed, whichever is lower. Use n hi and n lo to calculate reference values for A, B, or C speeds as follows: ER15SE11.030 Example: n lo = 1005 r/min n hi = 2385 r/min f nrefA = 0.25 · (2385...

40 CFR 1065.610 - Duty cycle generation.

Code of Federal Regulations, 2013 CFR

2013-07-01

... maximum power at which 50% of maximum power occurs. Denote this value as n lo. Take n lo to be warm idle... representative engine speed, whichever is lower. Use n hi and n lo to calculate reference values for A, B, or C speeds as follows: ER15SE11.030 Example: n lo = 1005 r/min n hi = 2385 r/min f nrefA = 0.25 · (2385...

The Effect of Valve Cooling upon Maximum Permissible Engine Output as Limited by Knock

NASA Technical Reports Server (NTRS)

Munger, Maurice; Wilsted, H D; Mulcahy, B A

1942-01-01

A Wright GR-1820-G200 cylinder was tested over a wide range of fuel-air ratios at maximum permissible power output as limited by knock with three different degrees of valve cooling. The valves used were stock valves (solid inlet valve and hollow sodium-cooled exhaust valve), hollow valves with no coolant, and hollow valves with flowing water as a coolant. Curves showing the variation in maximum permissible values of inlet-air pressure, indicated mean effective pressure, cylinder charge, and indicated specific fuel consumption with change in fuel-air ratio and valve cooling are shown. The use of valves cooled by a stream of water passing through their hollow interiors permitted indicated mean effective pressures 10 percent higher than the mean effective pressures permissible with stock valves when the engine was operated with fuel-air ratios from 0.055 to 0.065. Operation of the engine with lean mixtures with uncooled hollow valves resulted in power output below the output obtained with the stock valves. The data show an increase in maximum permissible indicated mean effective pressure due to cooling the valves, which averages only 2.1 percent with fuel-air ratios from 0.075 to 0.105.

Full Flight Envelope Direct Thrust Measurement on a Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Conners, Timothy R.; Sims, Robert L.

1998-01-01

Direct thrust measurement using strain gages offers advantages over analytically-based thrust calculation methods. For flight test applications, the direct measurement method typically uses a simpler sensor arrangement and minimal data processing compared to analytical techniques, which normally require costly engine modeling and multisensor arrangements throughout the engine. Conversely, direct thrust measurement has historically produced less than desirable accuracy because of difficulty in mounting and calibrating the strain gages and the inability to account for secondary forces that influence the thrust reading at the engine mounts. Consequently, the strain-gage technique has normally been used for simple engine arrangements and primarily in the subsonic speed range. This paper presents the results of a strain gage-based direct thrust-measurement technique developed by the NASA Dryden Flight Research Center and successfully applied to the full flight envelope of an F-15 aircraft powered by two F100-PW-229 turbofan engines. Measurements have been obtained at quasi-steady-state operating conditions at maximum non-augmented and maximum augmented power throughout the altitude range of the vehicle and to a maximum speed of Mach 2.0 and are compared against results from two analytically-based thrust calculation methods. The strain-gage installation and calibration processes are also described.

Parametric tests of a traction drive retrofitted to an automotive gas turbine

NASA Technical Reports Server (NTRS)

Rohn, D. A.; Lowenthal, S. H.; Anderson, N. E.

1980-01-01

The results of a test program to retrofit a high performance fixed ratio Nasvytis Multiroller Traction Drive in place of a helical gear set to a gas turbine engine are presented. Parametric tests up to a maximum engine power turbine speed of 45,500 rpm and to a power level of 11 kW were conducted. Comparisons were made to similar drives that were parametrically tested on a back-to-back test stand. The drive showed good compatibility with the gas turbine engine. Specific fuel consumption of the engine with the traction drive speed reducer installed was comparable to the original helical gearset equipped engine.

The application of LQR synthesis techniques to the turboshaft engine control problem

NASA Technical Reports Server (NTRS)

Pfeil, W. H.; De Los Reyes, G.; Bobula, G. A.

1984-01-01

A power turbine governor was designed for a recent-technology turboshaft engine coupled to a modern, articulated rotor system using Linear Quadratic Regulator (LQR) and Kalman Filter (KF) techniques. A linear, state-space model of the engine and rotor system was derived for six engine power settings from flight idle to maximum continuous. An integrator was appended to the fuel flow input to reduce the steady-state governor error to zero. Feedback gains were calculated for the system states at each power setting using the LQR technique. The main rotor tip speed state is not measurable, so a Kalman Filter of the rotor was used to estimate this state. The crossover of the system was increased to 10 rad/s compared to 2 rad/sec for a current governor. Initial computer simulations with a nonlinear engine model indicate a significant decrease in power turbine speed variation with the LQR governor compared to a conventional governor.

40 CFR 90.207 - Credit calculation and manufacturer compliance with emission standards.

Code of Federal Regulations, 2010 CFR

2010-07-01

... = Production×(Standard—FEL)×Power×Useful life×Load Factor Where: Production = eligible production as defined in this part. Annual production projections are used to project credit availability for initial... kilowatt hour. Power = the maximum modal power of the certification test engine, in kilowatts, as...

Exhaust-Gas Pressure and Temperature Survey of F404-GE-400 Turbofan Engine

NASA Technical Reports Server (NTRS)

Walton, James T.; Burcham, Frank W., Jr.

1986-01-01

An exhaust-gas pressure and temperature survey of the General Electric F404-GE-400 turbofan engine was conducted in the altitude test facility of the NASA Lewis Propulsion System Laboratory. Traversals by a survey rake were made across the exhaust-nozzle exit to measure the pitot pressure and total temperature. Tests were performed at Mach 0.87 and a 24,000-ft altitude and at Mach 0.30 and a 30,000-ft altitude with various power settings from intermediate to maximum afterburning. Data yielded smooth pressure and temperature profiles with maximum jet temperatures approximately 1.4 in. inside the nozzle edge and maximum jet temperatures from 1 to 3 in. inside the edge. A low-pressure region located exactly at engine center was noted. The maximum temperature encountered was 3800 R.

Static noise tests on modified augmentor wing jet STOL research aircraft

NASA Technical Reports Server (NTRS)

Cook, G. R.; Lilley, B. F.

1981-01-01

Noise measurements were made to determine if recent modifications made to the bifurcated jetpipe to increase engine thrust had at the same time reduced the noise level. The noise field was measured by a 6-microphone array positioned on a 30.5m (100 ft) sideline between 90 and 150 degrees from the left engine inlet. Noise levels were recorded at three flap angles over a range of engine thrust settings from flight idle to emergency power and plotted in one-third octave band spectra. Little attenuation was observed at maximum power, but significant attenuation was achieved at approach and cruise power levels.

14 CFR 23.1093 - Induction system icing protection.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 75 percent of its maximum continuous power. (b) Turbine engines. (1) Each turbine engine and its air... established for the airplane for such operation. (2) Each turbine engine must idle for 30 minutes on the...) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a...

14 CFR 23.1093 - Induction system icing protection.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 75 percent of its maximum continuous power. (b) Turbine engines. (1) Each turbine engine and its air... established for the airplane for such operation. (2) Each turbine engine must idle for 30 minutes on the...) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a...

14 CFR 23.1093 - Induction system icing protection.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 75 percent of its maximum continuous power. (b) Turbine engines. (1) Each turbine engine and its air... established for the airplane for such operation. (2) Each turbine engine must idle for 30 minutes on the...) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a...

14 CFR 23.1093 - Induction system icing protection.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 75 percent of its maximum continuous power. (b) Turbine engines. (1) Each turbine engine and its air... established for the airplane for such operation. (2) Each turbine engine must idle for 30 minutes on the...) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a...

14 CFR 23.1093 - Induction system icing protection.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 75 percent of its maximum continuous power. (b) Turbine engines. (1) Each turbine engine and its air... established for the airplane for such operation. (2) Each turbine engine must idle for 30 minutes on the...) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a...

40 CFR 1065.610 - Duty cycle generation.

Code of Federal Regulations, 2011 CFR

2011-07-01

... maximum power at which 50% of maximum power occurs. Denote this value as n lo. Take n lo to be warm idle... representative engine speed, whichever is lower. Use n hi and n lo to calculate reference values for A, B, or C speeds as follows: f nrefA = 0.25 · (n hi − n lo) + n lo Eq. 1065.610-4 f nrefB = 0.50 · (n hi − nnlo...

Super Turbocharging the Direct Injection Diesel engine

NASA Astrophysics Data System (ADS)

Boretti, Albert

2018-03-01

The steady operation of a turbocharged diesel direct injection (TDI) engine featuring a variable speed ratio mechanism linking the turbocharger shaft to the crankshaft is modelled in the present study. Key parameters of the variable speed ratio mechanism are range of speed ratios, efficiency and inertia, in addition to the ability to control relative speed and flow of power. The device receives energy from, or delivers energy to, the crankshaft or the turbocharger. In addition to the pistons of the internal combustion engine (ICE), also the turbocharger thus contributes to the total mechanical power output of the engine. The energy supply from the crankshaft is mostly needed during sharp accelerations to avoid turbo-lag, and to boost torque at low speeds. At low speeds, the maximum torque is drastically improved, radically expanding the load range. Additionally, moving closer to the points of operation of a balanced turbocharger, it is also possible to improve both the efficiency η, defined as the ratio of the piston crankshaft power to the fuel flow power, and the total efficiency η*, defined as the ratio of piston crankshaft power augmented of the power from the turbocharger shaft to the fuel flow power, even if of a minimal extent. The energy supply to the crankshaft is possible mostly at high speeds and high loads, where otherwise the turbine could have been waste gated, and during decelerations. The use of the energy at the turbine otherwise waste gated translates in improvements of the total fuel conversion efficiency η* more than the efficiency η. Much smaller improvements are obtained for the maximum torque, yet again moving closer to the points of operation of a balanced turbocharger. Adopting a much larger turbocharger (target displacement x speed 30% larger than a conventional turbocharger), better torque outputs and fuel conversion efficiencies η* and η are possible at every speed vs. the engine with a smaller, balanced turbocharger. This result motivates further studies of the mechanism that may considerably benefit traditional powertrains based on diesel engines.

EVALUATION OF AN ADVANCED ENGINEERING TEST REACTOR DESIGN

DOE Office of Scientific and Technical Information (OSTI.GOV)

McVey, M.; Bradfute, J.O.; Buck, K.E.

1958-07-15

The scope of the study was primarily concerned with optimization of the geometrical and core-composition variables to achieve maximum flux in the loop region per unit core power without exceeding heat transfer and other engineering limitations. Centain other design questions are to be investigated. (A.C.)

Weighted reciprocal of temperature, weighted thermal flux, and their applications in finite-time thermodynamics.

PubMed

Sheng, Shiqi; Tu, Z C

2014-01-01

The concepts of weighted reciprocal of temperature and weighted thermal flux are proposed for a heat engine operating between two heat baths and outputting mechanical work. With the aid of these two concepts, the generalized thermodynamic fluxes and forces can be expressed in a consistent way within the framework of irreversible thermodynamics. Then the efficiency at maximum power output for a heat engine, one of key topics in finite-time thermodynamics, is investigated on the basis of a generic model under the tight-coupling condition. The corresponding results have the same forms as those of low-dissipation heat engines [ M. Esposito, R. Kawai, K. Lindenberg and C. Van den Broeck Phys. Rev. Lett. 105 150603 (2010)]. The mappings from two kinds of typical heat engines, such as the low-dissipation heat engine and the Feynman ratchet, into the present generic model are constructed. The universal efficiency at maximum power output up to the quadratic order is found to be valid for a heat engine coupled symmetrically and tightly with two baths. The concepts of weighted reciprocal of temperature and weighted thermal flux are also transplanted to the optimization of refrigerators.

H. B. Reitlinger and the origins of the efficiency at maximum power formula for heat engines

NASA Astrophysics Data System (ADS)

Vaudrey, Alexandre; Lanzetta, François; Feidt, Michel

2014-12-01

Even if not so ancient, the history of the heat engine efficiency at maximum power expression has been yet turbulent. More than a decade after the publication of the seminal article by Curzon and Ahlborn in 1975, two older works by Chambadal and Novikov were rediscovered, both dating from 1957. Then, some years ago, the name of Yvon arose from a textual reference to this famous relation in a conference article published in 1955. Thanks to a historical study of French-written books not published for a long time, and since never translated into other languages, we bring to light in this paper that this relation was actually first proposed by Henri B. Reitlinger in 1929.

Endoreversible quantum heat engines in the linear response regime.

PubMed

Wang, Honghui; He, Jizhou; Wang, Jianhui

2017-07-01

We analyze general models of quantum heat engines operating a cycle of two adiabatic and two isothermal processes. We use the quantum master equation for a system to describe heat transfer current during a thermodynamic process in contact with a heat reservoir, with no use of phenomenological thermal conduction. We apply the endoreversibility description to such engine models working in the linear response regime and derive expressions of the efficiency and the power. By analyzing the entropy production rate along a single cycle, we identify the thermodynamic flux and force that a linear relation connects. From maximizing the power output, we find that such heat engines satisfy the tight-coupling condition and the efficiency at maximum power agrees with the Curzon-Ahlborn efficiency known as the upper bound in the linear response regime.

Optimization of a Turboprop UAV for Maximum Loiter and Specific Power Using Genetic Algorithm

NASA Astrophysics Data System (ADS)

Dinc, Ali

2016-09-01

In this study, a genuine code was developed for optimization of selected parameters of a turboprop engine for an unmanned aerial vehicle (UAV) by employing elitist genetic algorithm. First, preliminary sizing of a UAV and its turboprop engine was done, by the code in a given mission profile. Secondly, single and multi-objective optimization were done for selected engine parameters to maximize loiter duration of UAV or specific power of engine or both. In single objective optimization, as first case, UAV loiter time was improved with an increase of 17.5% from baseline in given boundaries or constraints of compressor pressure ratio and burner exit temperature. In second case, specific power was enhanced by 12.3% from baseline. In multi-objective optimization case, where previous two objectives are considered together, loiter time and specific power were increased by 14.2% and 9.7% from baseline respectively, for the same constraints.

Performance Evaluation of a 50kW Hall Thruster

NASA Technical Reports Server (NTRS)

Jacobson, David T.; Jankovsky, Robert S.

1999-01-01

An experimental investigation was conducted on a laboratory model Hall thruster designed to operate at power levels up to 50 kW. During this investigation the engine's performance was characterized over a range of discharge currents from 10 to 36 A and a range of discharge voltages from 200 to 800 V Operating on the Russian cathode a maximum thrust of 966 mN was measured at 35.6 A and 713.0 V. This corresponded to a specific impulse of 3325 s and an efficiency of 62%. The maximum power the engine was operated at was 25 kW. Additional testing was conducted using a NASA cathode designed for higher current operation. During this testing, thrust over 1 N was measured at 40.2 A and 548.9 V. Several issues related to operation of Hall thrusters at these high powers were encountered.

Exhaust emission calibration of two J-58 afterburning turbojet engines at simulated high-altitude, supersonic flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1976-01-01

Emissions of total oxides of nitrogen, nitric oxide, unburned hydrocarbons, carbon monoxide, and carbon dioxide from two J-58 afterburning turbojet engines at simulated high-altitude flight conditions are reported. Test conditions included flight speeds from Mach 2 to 3 at altitudes from 16.0 to 23.5 km. For each flight condition exhaust measurements were made for four or five power levels, from maximum power without afterburning through maximum afterburning. The data show that exhaust emissions vary with flight speed, altitude, power level, and radial position across the exhaust. Oxides of nitrogen emissions decreased with increasing altitude and increased with increasing flight speed. Oxides of nitrogen emission indices with afterburning were less than half the value without afterburning. Carbon monoxide and hydrocarbon emissions increased with increasing altitude and decreased with increasing flight speed. Emissions of these species were substantially higher with afterburning than without.

North American tidal power prospects

NASA Astrophysics Data System (ADS)

Wayne, W. W., Jr.

1981-07-01

Prospects for North American tidal power electrical generation are reviewed. Studies by the US Army Corps of Engineers of 90 possible generation schemes in Cobscook Bay, ME, indicated that maximum power generation rather than dependable capacity was the most economic method. Construction cost estimates for 15 MW bulb units in a single effect mode from basin to the sea are provided; five projects were considered ranging from 110-160 MW. Additional tidal power installations are examined for: Half-Moon Cove, ME (12 MW, 18 ft tide); Cook Inlet, AK, which is shown to pose severe environmental and engineering problems due to fish migration, earthquake hazards, and 300 ft deep silt deposits; and the Bay of Fundy, Canada. This last has a 17.8 MW plant under construction in a 29 ft maximum tide area. Other tidal projects of the Maritime Provinces are reviewed, and it is noted that previous economic evaluations based on an oil price of $16/barrel are in need of revision.

77 FR 32884 - Airworthiness Directives; Eurocopter Deutschland GMBH Helicopters

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-04

... than the engine fuel flow demand needed to achieve the OEI rating at high altitude. They state that... above 10,000 feet. This condition could result in high altitude operations when full OEI engine power is... installing a placard that corresponds to the maximum permissible flight altitude, amending the Rotorcraft...

14 CFR 33.49 - Endurance test.

Code of Federal Regulations, 2012 CFR

2012-01-01

... higher gear ratio under sea level conditions. The condition for operation for the alternate 5 minutes in... suppress detonation. (d) Helicopter engines. To be eligible for use on a helicopter each engine must either... sea level carburetor entrance pressure, if 105 percent of the rated maximum continuous power is not...

14 CFR 33.49 - Endurance test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... higher gear ratio under sea level conditions. The condition for operation for the alternate 5 minutes in... suppress detonation. (d) Helicopter engines. To be eligible for use on a helicopter each engine must either... sea level carburetor entrance pressure, if 105 percent of the rated maximum continuous power is not...

The application of LQR synthesis techniques to the turboshaft engine control problem. [Linear Quadratic Regulator

NASA Technical Reports Server (NTRS)

Pfeil, W. H.; De Los Reyes, G.; Bobula, G. A.

1985-01-01

A power turbine governor was designed for a recent-technology turboshaft engine coupled to a modern, articulated rotor system using Linear Quadratic Regulator (LQR) and Kalman Filter (KF) techniques. A linear, state-space model of the engine and rotor system was derived for six engine power settings from flight idle to maximum continuous. An integrator was appended to the fuel flow input to reduce the steady-state governor error to zero. Feedback gains were calculated for the system states at each power setting using the LQR technique. The main rotor tip speed state is not measurable, so a Kalman Filter of the rotor was used to estimate this state. The crossover of the system was increased to 10 rad/s compared to 2 rad/sec for a current governor. Initial computer simulations with a nonlinear engine model indicate a significant decrease in power turbine speed variation with the LQR governor compared to a conventional governor.

Performance Evaluation of the NEXT Ion Engine

NASA Technical Reports Server (NTRS)

Soulas, George C.; Domonkos, Matthew T.; Patterson, Michael J.

2003-01-01

The performance test results of three NEXT ion engines are presented. These ion engines exhibited peak specific impulse and thrust efficiency ranges of 4060 4090 s and 0.68 0.69, respectively, at the full power point of the NEXT throttle table. The performance of the ion engines satisfied all project requirements. Beam flatness parameters were significantly improved over the NSTAR ion engine, which is expected to improve accelerator grid service life. The results of engine inlet pressure and temperature measurements are also presented. Maximum main plenum, cathode, and neutralizer pressures were 12,000 Pa, 3110 Pa, and 8540 Pa, respectively, at the full power point of the NEXT throttle table. Main plenum and cathode inlet pressures required about 6 hours to increase to steady-state, while the neutralizer required only about 0.5 hour. Steady-state engine operating temperature ranges throughout the power throttling range examined were 179 303 C for the discharge chamber magnet rings and 132 213 C for the ion optics mounting ring.

Performance analysis of exhaust heat recovery using organic Rankine cycle in a passenger car with a compression ignition engine

NASA Astrophysics Data System (ADS)

Ghilvacs, M.; Prisecaru, T.; Pop, H.; Apostol, V.; Prisecaru, M.; Pop, E.; Popescu, Gh; Ciobanu, C.; Mohanad, A.; Alexandru, A.

2016-08-01

Compression ignition engines transform approximately 40% of the fuel energy into power available at the crankshaft, while the rest part of the fuel energy is lost as coolant, exhaust gases and other waste heat. An organic Rankine cycle (ORC) can be used to recover this waste heat. In this paper, the characteristics of a system combining a compression ignition engine with an ORC which recover the waste heat from the exhaust gases are analyzed. The performance map of the diesel engine is measured on an engine test bench and the heat quantities wasted by the exhaust gases are calculated over the engine's entire operating region. Based on this data, the working parameters of ORC are defined, and the performance of a combined engine-ORC system is evaluated across this entire region. The results show that the net power of ORC is 6.304kW at rated power point and a maximum of 10% reduction in brake specific fuel consumption can be achieved.

Internal combustion engine report: Spark ignited ICE GenSet optimization and novel concept development

DOE Office of Scientific and Technical Information (OSTI.GOV)

Keller, J.; Blarigan, P. Van

1998-08-01

In this manuscript the authors report on two projects each of which the goal is to produce cost effective hydrogen utilization technologies. These projects are: (1) the development of an electrical generation system using a conventional four-stroke spark-ignited internal combustion engine generator combination (SI-GenSet) optimized for maximum efficiency and minimum emissions, and (2) the development of a novel internal combustion engine concept. The SI-GenSet will be optimized to run on either hydrogen or hydrogen-blends. The novel concept seeks to develop an engine that optimizes the Otto cycle in a free piston configuration while minimizing all emissions. To this end themore » authors are developing a rapid combustion homogeneous charge compression ignition (HCCI) engine using a linear alternator for both power take-off and engine control. Targeted applications include stationary electrical power generation, stationary shaft power generation, hybrid vehicles, and nearly any other application now being accomplished with internal combustion engines.« less

Effect of Maximum Cruise-power Operation at Ultra-lean Mixture and Increased Spark Advance on the Mechanical Condition of Cylinder Components

NASA Technical Reports Server (NTRS)

Harris, Herbert B.; Duffy, Robert T.; Erwin, Robert D., Jr.

1945-01-01

A continuous 50-hour test was conducted to determine the effect of maximum cruise-power operation at ultra-lean fuel-air mixture and increased spark advance on the mechanical conditions of cylinder components. The test was conducted on a nine-cylinder air-cooled radial engine at the following conditions:brake horsepower, 750; engine speed, 1900 rpm; brake mean effective pressure, 172 pounds per square inch; fuel-air ratio, 0.052; spark advance, 30 deg B.T.C.; and maximum rear-spark-plug-bushing temperature, 400 F. In addition to the data on corrosion and wear, data are presented and briefly discussed on the effect of engine operation at the conditions of this test on economy, knock, preignition, and mixture distribution. Cylinder, piston, and piston-ring wear was small and all cylinder component were in good condition at the conclusion of the 50-hour test except that all exhaust-valve guides were bellmouthed beyond the Army's specified limit and one exhaust-valve face was lightly burned. It is improbable that the light burning in one spot of the valve face would have progressed further because the burn was filled with a hard deposit so that the valve face formed an unbroken seal and the mating seat showed no evidence of burning. The bellmouthing of the exhaust-valve guides is believed to have been a result of the heavy carbon and lead-oxide deposits, which were present on the head end of the guided length of the exhaust-valve stem. Engine operational the conditions of this test was shown to result In a fuel saving of 16.8 percent on a cooled-power basis as compared with operation at the conditions recommended for this engine by the Army Air Forces for the same power.

Ignition of an automobile engine by high-peak power Nd:YAG/Cr⁴⁺:YAG laser-spark devices.

PubMed

Pavel, Nicolaie; Dascalu, Traian; Salamu, Gabriela; Dinca, Mihai; Boicea, Niculae; Birtas, Adrian

2015-12-28

Laser sparks that were built with high-peak power passively Q-switched Nd:YAG/Cr(4+):YAG lasers have been used to operate a Renault automobile engine. The design of such a laser spark igniter is discussed. The Nd:YAG/Cr(4+):YAG laser delivered pulses with energy of 4 mJ and 0.8-ns duration, corresponding to pulse peak power of 5 MW. The coefficients of variability of maximum pressure (COV(Pmax)) and of indicated mean effective pressure (COV(IMEP)) and specific emissions like hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO(x)) and carbon dioxide (CO2) were measured at various engine speeds and high loads. Improved engine stability in terms of COV(Pmax) and COV(Pmax) and decreased emissions of CO and HC were obtained for the engine that was run by laser sparks in comparison with classical ignition by electrical spark plugs.

Power performance of nonisentropic Brayton cycle

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wu, C.; Kiang, R.L.

In this paper work and power optimization of a Brayton cycle are analyzed with a finite-time heat transfer analysis. This work extends the recent flurry of publications in heat engine efficiency under the maximum power condition by incorporating nonisentropic compression and expansion. As expected, these nonisentropic processes lower the power output as well as the cycle efficiency when compared with an endoreversible Brayton cycle under the same conditions.

Baseline tests of the EPC Hummingbird electric passenger vehicle

NASA Technical Reports Server (NTRS)

Slavik, R. J.; Maslowski, E. A.; Sargent, N. B.; Birchenough, A. G.

1977-01-01

The rear-mounted internal combustion engine in a four-passenger Volkswagen Thing was replaced with an electric motor made by modifying an aircraft generator and powered by 12 heavy-duty, lead-acid battery modules. Vehicle performance tests were conducted to measure vehicle maximum speed, range at constant speed, range over stop-and-go driving schedules, maximum acceleration, gradeability limit, road energy consumption, road power, indicated energy consumption, braking capability, battery charger efficiency, and battery characteristics. Test results are presented in tables and charts.

Flight evaluation of an extended engine life mode on an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Conners, Timothy R.

1992-01-01

An integrated flight and propulsion control system designed to reduce the rate of engine deterioration was developed and evaluated in flight on the NASA Dryden F-15 research aircraft. The extended engine life mode increases engine pressure ratio while reducing engine airflow to lower the turbine temperature at constant thrust. The engine pressure ratio uptrim is modulated in real time based on airplane maneuver requirements, flight conditions, and engine information. The extended engine life mode logic performed well, significantly reducing turbine operating temperature. Reductions in fan turbine inlet temperature of up to 80 F were obtained at intermediate power and up to 170 F at maximum augmented power with no appreciable loss in thrust. A secondary benefit was the considerable reduction in thrust-specific fuel consumption. The success of the extended engine life mode is one example of the advantages gained from integrating aircraft flight and propulsion control systems.

Preliminary flight results of an adaptive engine control system of an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1987-01-01

Results of the flight demonstration of the adaptive engine control system (ADECS), an integrated flight and propulsion control system, are reported. The ADECS system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power, with the amount of EPR uptrim modulated in accordance with the maneuver requirements, flight conditions, and engine information. As a result of EPR uptrimming, engine thrust has increased by as much as 10.5 percent, rate of climb has increased by 10 percent, and the time to climb from 10,000 to 40,000 ft has been reduced by 12.5 percent. Increases in acceleration of 9.3 and 13 percent have been obtained at intermediate and maximum power, respectively. No engine anomalies have been detected for EPR increases up to 12 percent.

Efficiency of some heat engines at maximum-power conditions

NASA Astrophysics Data System (ADS)

De Vos, Alexis

1985-06-01

In the present paper a simple model is presented for a heat engine, where the power output is limited by the rate of heat supply (and/or heat release). The model leads to a variety of results. Some of them are established laws such as the Carnot law, the Curzon-Ahlborn efficiency, and the Castañs efficiency. Other results are new, and are related to phenomena as different as geothermal energy conversion and the Penfield paradox of electric circuits.

47 CFR 5.61 - Procedure for obtaining a special temporary authorization.

Code of Federal Regulations, 2011 CFR

2011-10-01

... Office of Engineering and Technology Web site https://gullfoss2.fcc.gov/prod/oet/cf/els/index.cfm...) Frequency(ies) desired. (9) Maximum effective radiated power (ERP) or equivalent isotrophically radiated power (EIRP). (10) Emission designator (see § 2.201 of this chapter) or describe emission (bandwidth...

Maximum performance of solar heat engines: Discussion of thermodynamic availability and other second law considerations and their implications

NASA Astrophysics Data System (ADS)

Boehm, R. F.

1985-09-01

A review of thermodynamic principles is given in an effort to see if these concepts may indicate possibilities for improvements in solar central receiver power plants. Aspects related to rate limitations in cycles, thermodynamic availability of solar radiation, and sink temperature considerations are noted. It appears that considerably higher instantaneous plant efficiencies are possible by raising the maximum temperature and lowering the minimum temperature of the cycles. Of course, many practical engineering problems will have to be solved to realize the promised benefits.

Performance of J33 turbojet engine with shaft-power extraction III : turbine performance

NASA Technical Reports Server (NTRS)

Huppert, M C; Nettles, J C

1949-01-01

The performance of the turbine component of a J33 turbojet engine was determined over a range of turbine speeds from 8000 to 11,500 rpm.Turbine-inlet temperature was varied from the minimum required to drive the compressor to a maximum of approximately 2000 degrees R at each of several intermediate turbine speeds. Data are presented that show the horsepower developed by the turbine per pound of gas flow. The relation between turbine-inlet stagnation pressure, turbine-outlet stagnation pressure, and turbine-outlet static pressure was established. The turbine-weight-flow parameter varied from 39.2 to 43.6. The maximum turbine efficiency measured was 0.86 at a pressure ratio of 3.5 and a ratio of blade speed to theoretical nozzle velocity of 0.39. A generalized performance map of the turbine-horsepower parameter plotted against the turbine-speed parameter indicated that the best turbine efficiency is obtained when the turbine power is 10 percent greater than the compressor horsepower. The variation of efficiency with the ratio of blade speed to nozzle velocity indicated that the turbine operates at a speed above that for maximum efficiency when the engine is operated normally with the 19-inch-diameter jet nozzle.

Control Performance of General Electric Fuel and Torque Regulator Operating on T31-3 Turbine-Propeller Engine in Sea-Level Test Stand

NASA Technical Reports Server (NTRS)

Oppenheimer, Frank L.; Lazar, James

1951-01-01

A .General Electric fuel and torque regulator was tested in conjunction with a T31-3 turbine-propeller engine in the sea-level static test stand at the NACA Lewis laboratory. The engine and control were operated over the entire speed range: 11,000 rpm, nominal flight idle, to 13,000 rpm, full power. Steady-state and transient data were recorded and are presented with a description of the four control loops being used in the system. Results of this investigation indicated that single-lever control operation was satisfactory under conditions of test. Transient data presented showed that turbine-outlet temperature did overshoot maximum operating value on acceleration but that the time duration of overshoot did not exceed approximately 1 second. This temperature limiting resulted from a control on fuel flow as a function of engine speed. Speed and torque first reached their desired values 0.4 second from the time of change in power-setting lever position. Maximum speed overshoot was 3 percent.

High temperature solar photon engines. [heat engines for terrestrial and space-based solar power plants

NASA Technical Reports Server (NTRS)

Hertzberg, A.; Decher, R.; Mattick, A. T.; Lau, C. V.

1978-01-01

High temperature heat engines designed to make maximum use of the thermodynamic potential of concentrated solar radiation are described. Plasmas between 2000 K and 4000 K can be achieved by volumetric absorption of radiation in alkali metal vapors, leading to thermal efficiencies up to 75% for terrestrial solar power plants and up to 50% for space power plants. Two machines capable of expanding hot plasmas using practical technology are discussed. A binary Rankine cycle uses fluid mechanical energy transfer in a device known as the 'Comprex' or 'energy exchanger.' The second machine utilizes magnetohydrodynamics in a Brayton cycle for space applications. Absorption of solar energy and plasma radiation losses are investigated for a solar superheater using potassium vapor.

Flight evaluation of modifications to a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Myers, L. P.; Zeller, J. R.

1983-01-01

The third phase of a flight evaluation of a digital electronic engine control system in an F-15 has recently been completed. It was found that digital electronic engine control software logic changes and augmentor hardware improvements resulted in significant improvements in engine operation. For intermediate to maximum power throttle transients, an increase in altitude capability of up to 8000 ft was found, and for idle to maximum transients, an increase of up to 4000 ft was found. A nozzle instability noted in earlier flight testing was investigated on a test engine at NASA Lewis Research Center, a digital electronic engine control software logic change was developed and evaluated, and no instability occurred in the Phase 3 flight evaluation. The backup control airstart modification was evaluated, and gave an improvement of airstart capability by reducing the minimum airspeed for successful airstarts by 50 to 75 knots.

40 CFR 1039.515 - What are the test procedures related to not-to-exceed standards?

Code of Federal Regulations, 2010 CFR

2010-07-01

...; however, use the power value corresponding to the engine operation at 30% of maximum torque at the B speed... 50% torque/power points) and below the line formed by connecting the two points in paragraphs (b)(2)(ii) and (iii) of this section (the 50% and 70% torque/power points). The 30%, 50%, and 70% torque...

A mathematical model of the maximum power density attainable in an alkaline hydrogen/oxygen fuel cell

NASA Technical Reports Server (NTRS)

Kimble, Michael C.; White, Ralph E.

1991-01-01

A mathematical model of a hydrogen/oxygen alkaline fuel cell is presented that can be used to predict the polarization behavior under various power loads. The major limitations to achieving high power densities are indicated and methods to increase the maximum attainable power density are suggested. The alkaline fuel cell model describes the phenomena occurring in the solid, liquid, and gaseous phases of the anode, separator, and cathode regions based on porous electrode theory applied to three phases. Fundamental equations of chemical engineering that describe conservation of mass and charge, species transport, and kinetic phenomena are used to develop the model by treating all phases as a homogeneous continuum.

The relationship between the thermoelectric generator efficiency and the device engineering figure of merit Zd,eng. The maximum efficiency 𝜼max

NASA Astrophysics Data System (ADS)

Hapenciuc, C. L.; Borca-Tasciuc, T.; Mihailescu, I. N.

2017-04-01

Thermoelectric materials are used today in thermoelectric devices for heat to electricity(thermoelectric generators-TEG) or electricity to heat(heat pumps) conversion in a large range of applications. In the case of TEGs the final measure of their performance is given by a quantity named the maximum efficiency which shows how much from the heat input is converted into electrical power. Therefore it is of great interest to know correctly how much is the efficiency of a device to can make commercial assessments. The concept of engineering figure of merit, Zeng, and engineering power factor, Peng, were already introduced in the field to quantify the efficiency of a single material under temperature dependent thermoelectric properties, with the mention that the formulas derivation was limited to one leg of the thermoelectric generator. In this paper we propose to extend the concept of engineering figure of merit to a thermoelectric generator by introducing a more general concept of device engineering thermoelectric figure of merit, Zd,eng, which depends on the both TEG materials properties and which shall be the right quantity to be used when we are interested in the evaluation of the efficiency. Also, this work takes into account the electrical contact resistance between the electrodes and thermoelement legs in an attempt to quantify its influence upon the performance of a TEG. Finally, a new formula is proposed for the maximum efficiency of a TEG.

The Effect of Increased Carburetor Pressure on Engine Performance at Several Compression Ratios

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Rollin, Vern G

1933-01-01

The object of this investigation was to determine the effect of increasing the carburetor pressures from 30 to 40 inches of mercury, at compression ratios from 3.5 to 7.5, on the power, on the maximum cylinder pressures, on the fuel consumption, and on the other performance characteristics of an engine. A roots-type aircraft-engine supercharger was used to maintain the desired carburetor pressure.

Two-tank working gas storage system for heat engine

DOEpatents

Hindes, Clyde J.

1987-01-01

A two-tank working gas supply and pump-down system is coupled to a hot gas engine, such as a Stirling engine. The system has a power control valve for admitting the working gas to the engine when increased power is needed, and for releasing the working gas from the engine when engine power is to be decreased. A compressor pumps the working gas that is released from the engine. Two storage vessels or tanks are provided, one for storing the working gas at a modest pressure (i.e., half maximum pressure), and another for storing the working gas at a higher pressure (i.e., about full engine pressure). Solenoid valves are associated with the gas line to each of the storage vessels, and are selectively actuated to couple the vessels one at a time to the compressor during pumpdown to fill the high-pressure vessel with working gas at high pressure and then to fill the low-pressure vessel with the gas at low pressure. When more power is needed, the solenoid valves first supply the low-pressure gas from the low-pressure vessel to the engine and then supply the high-pressure gas from the high-pressure vessel. The solenoid valves each act as a check-valve when unactuated, and as an open valve when actuated.

Optimal control of the power adiabatic stroke of an optomechanical heat engine.

PubMed

Bathaee, M; Bahrampour, A R

2016-08-01

We consider the power adiabatic stroke of the Otto optomechanical heat engine introduced in Phys. Rev. Lett. 112, 150602 (2014)PRLTAO0031-900710.1103/PhysRevLett.112.150602. We derive the maximum extractable work of both optomechanical normal modes in the minimum time while the system experiences quantum friction effects. We show that the total work done by the system in the power adiabatic stroke is optimized by a bang-bang control. The time duration of the power adiabatic stroke is of the order of the inverse of the effective optomechanical-coupling coefficient. The optimal phase-space trajectory of the Otto cycle for both optomechanical normal modes is also obtained.

Gas Emissions Acquired during the Aircraft Particle Emission Experiment (APEX) Series

NASA Technical Reports Server (NTRS)

Changlie, Wey; Chowen, Chou Wey

2007-01-01

NASA, in collaboration with other US federal agencies, engine/airframe manufacturers, airlines, and airport authorities, recently sponsored a series of 3 ground-based field investigations to examine the particle and gas emissions from a variety of in-use commercial aircraft. Emissions parameters were measured at multiple engine power settings, ranging from idle to maximum thrust, in samples collected at 3 different down stream locations of the exhaust. Sampling rakes at nominally 1 meter down stream contained multiple probes to facilitate a study of the spatial variation of emissions across the engine exhaust plane. Emission indices measured at 1 m were in good agreement with the engine certification data as well as predictions provided by the engine company. However at low power settings, trace species emissions were observed to be highly dependent on ambient conditions and engine temperature.

Novikov Engine with Fluctuating Heat Bath Temperature

NASA Astrophysics Data System (ADS)

Schwalbe, Karsten; Hoffmann, Karl Heinz

2018-04-01

The Novikov engine is a model for heat engines that takes the irreversible character of heat fluxes into account. Using this model, the maximum power output as well as the corresponding efficiency of the heat engine can be deduced, leading to the well-known Curzon-Ahlborn efficiency. The classical model assumes constant heat bath temperatures, which is not a reasonable assumption in the case of fluctuating heat sources. Therefore, in this article the influence of stochastic fluctuations of the hot heat bath's temperature on the optimal performance measures is investigated. For this purpose, a Novikov engine with fluctuating heat bath temperature is considered. Doing so, a generalization of the Curzon-Ahlborn efficiency is found. The results can help to quantify how the distribution of fluctuating quantities affects the performance measures of power plants.

Analyze Experiment For Vigas and Pertamax to Performance and Exhaust Gas Emission for Gasoline Motor 2000cc

NASA Astrophysics Data System (ADS)

As'adi, Muhamad; Chrisna Ayu Dwiharpini Tupan, Diachirta

2018-02-01

The purpose and target for this analyze experiment is we get the performance variabel from gasoline motor which used LGV for fuel and Pertamax, so can give knowledge to community if LGV can be using LGV for fuel to transportation industry and more economic. We used experiment method of engine gasoline motor with 2000 cc which is LGV and Pertamax for fuel. The experiment with static experiment tes above Dyno Test. The result is engine perform to subscribe Torque, power, fuel consumption. Beside the static test we did the Exhaust Steam Emission. The result is the used LGV with the commercial brand Vigas can increase the maximum Engine Power 20.86% and Average Power 14.1%, the maximum torque for Motor which is use LGV as fuel is smaller than Motor with Pertamax, the decrease is 0.94%.Using Vigas in Motor can increase the mileage until 6.9% compare with the Motor with pertamax.Air Fuel Ratio (AFR) for both of the fuels still below the standard, so still happen waste of fuel, specially in low compression.Using Vigas can reduce the Exhaust Steam Emission especially CO2

Automated Power Assessment for Helicopter Turboshaft Engines

NASA Technical Reports Server (NTRS)

Simon, Donald L.; Litt, Jonathan S.

2008-01-01

An accurate indication of available power is required for helicopter mission planning purposes. Available power is currently estimated on U.S. Army Blackhawk helicopters by performing a Maximum Power Check (MPC), a manual procedure performed by maintenance pilots on a periodic basis. The MPC establishes Engine Torque Factor (ETF), an indication of available power. It is desirable to replace the current manual MPC procedure with an automated approach that will enable continuous real-time assessment of available power utilizing normal mission data. This report presents an automated power assessment approach which processes data currently collected within helicopter Health and Usage Monitoring System (HUMS) units. The overall approach consists of: 1) a steady-state data filter which identifies and extracts steady-state operating points within HUMS data sets; 2) engine performance curve trend monitoring and updating; and 3) automated ETF calculation. The algorithm is coded in MATLAB (The MathWorks, Inc.) and currently runs on a PC. Results from the application of this technique to HUMS mission data collected from UH-60L aircraft equipped with T700-GE-701C engines are presented and compared to manually calculated ETF values. Potential future enhancements are discussed.

Efficiency at maximum power for an isothermal chemical engine with particle exchange at varying chemical potential

NASA Astrophysics Data System (ADS)

Koning, Jesper; Koga, Kenichiro; Indekeu, Joseph. O.

2017-02-01

We calculate the efficiency at maximum power (EMP) of an isothermal chemical cycle in which particle uptake occurs at a fixed chemical potential but particle release takes place at varying chemical potential. We obtain the EMP as a function of Δμ/ kT, where Δμ is the difference between the highest and lowest reservoir chemical potentials and T is the absolute temperature. In the linear response limit, Δμ ≪ kT, the EMP tends to the expected universal value 1/2.

Tripropellant Engine Study

NASA Technical Reports Server (NTRS)

Wheeler, D. B.

1977-01-01

The feasibility of modifying the space shuttle main engine (SSME) for dual mode operation was investigated. Various high power cycle engine configurations derived from the SSME were configurations that will allow sequential burning of LOX/hydrocarbon and LOX/hydrogen were studied in order to identify concepts that make maximum use of SSME hardware and best satisfy the dual mode booster engine system application. Engine cycles were formulated for LOX/RP-1, LOX/CH4, and LOX/C3H8 propellants. Flow rates and operating cycles were established and the adaptability of the major components of the SSME was evaluated.

Applying design principles to fusion reactor configurations for propulsion in space

NASA Technical Reports Server (NTRS)

Carpenter, Scott A.; Deveny, Marc E.; Schulze, Norman R.

1993-01-01

The application of fusion power to space propulsion requires rethinking the engineering-design solution to controlled-fusion energy. Whereas the unit cost of electricity (COE) drives the engineering-design solution for utility-based fusion reactor configurations; initial mass to low earth orbit (IMLEO), specific jet power (kW(thrust)/kg(engine)), and reusability drive the engineering-design solution for successful application of fusion power to space propulsion. We applied three design principles (DP's) to adapt and optimize three candidate-terrestrial-fusion-reactor configurations for propulsion in space. The three design principles are: provide maximum direct access to space for waste radiation, operate components as passive radiators to minimize cooling-system mass, and optimize the plasma fuel, fuel mix, and temperature for best specific jet power. The three candidate terrestrial fusion reactor configurations are: the thermal barrier tandem mirror (TBTM), field reversed mirror (FRM), and levitated dipole field (LDF). The resulting three candidate space fusion propulsion systems have their IMLEO minimized and their specific jet power and reusability maximized. We performed a preliminary rating of these configurations and concluded that the leading engineering-design solution to space fusion propulsion is a modified TBTM that we call the Mirror Fusion Propulsion System (MFPS).

40 CFR 1042.350 - Recordkeeping.

Code of Federal Regulations, 2010 CFR

2010-07-01

... additional records: (1) A description of all test equipment for each test cell that you can use to test... may ask you to divide your production figures by maximum engine power, displacement, fuel type, or...

The Use of an Ultra-Compact Combustor as an Inter-Turbine Burner for Improved Engine Performance

DTIC Science & Technology

2014-03-27

27 25 NPSS Mixed Flow Turbofan Model - Element and Link Names . . . . . . . . . 30 26 VCE with Variable Components Labeled...the power generation, Vogeler proposed the Sequential Combustion Cycle (SCC) for use in aircraft engines [13]. For a conventional turbofan with a...single combustor, thrust is a function of bypass ratio and maximum pressure and temperature in the cycle. Considering a twin spool turbofan engine as

Thermoelectric energy converters under a trade-off figure of merit with broken time-reversal symmetry

NASA Astrophysics Data System (ADS)

Iyyappan, I.; Ponmurugan, M.

2017-09-01

We study the performance of a three-terminal thermoelectric device such as heat engine and refrigerator with broken time-reversal symmetry by applying the unified trade-off figure of merit (\\dotΩ criterion) which accounts for both useful energy and losses. For the heat engine, we find that a thermoelectric device working under the maximum \\dotΩ criterion gives a significantly better performance than a device working at maximum power output. Within the framework of linear irreversible thermodynamics such a direct comparison is not possible for refrigerators, however, our study indicates that, for refrigerator, the maximum cooling load gives a better performance than the maximum \\dotΩ criterion for a larger asymmetry. Our results can be useful to choose a suitable optimization criterion for operating a real thermoelectric device with broken time-reversal symmetry.

The selection of flying roller as an effort to increase the power of scooter-matic as the main power of centrifugal pump for fire fighter motor cycle

NASA Astrophysics Data System (ADS)

Hadi Sutrisno, Himawan

2018-03-01

In densely populated settlements, fires often occur and cause losses. In some instances, the process of the occurrence of fires takes place so quickly that to reduce and avoid the occurrence of a fire disaster effort is required in accordance with the existing environmental condition. Fire fighter motorcycle by using motorcycle scooter-matic is considered suitable as one alternative to combating fire hazard in densely populated residential settlements. The use of motorcycle engines as the driving force of the pump often leads to unstable and not optimum power. Thus, the water spray on the centrifugal pump also becomes not maximum. To increase the engine power at scooter-matic engine idle rotation (700-2000 rpm), then the flying roller replacement with certain mass weight becomes an option. By selecting a 10 to 14 gram flying roller mass, the power analysis using a dynotest engine produces several variations. Of the calculation, the mass of a 14 gram flying roller provides a significant increase in motor power on the upper rotation. Meanwhile, on the lower power rotation using a flying roller with a mass of 10 grams provides an increase in power compared to a standard flying roller on a scooter matic motor engine. As a reference to the use of scooter-matic motor power as the pump power, the result of use of the flying roller with a mass of 10 grams becomes the best option.

Final design of a free-piston hydraulic advanced Stirling conversion system

NASA Technical Reports Server (NTRS)

Wallace, D. A.; Noble, J. E.; Emigh, S. G.; Ross, B. A.; Lehmann, G. A.

1991-01-01

Under the US Department of Energy's (DOEs) Solar Thermal Technology Program, Sandia National Laboratories is evaluating heat engines for solar distributed receiver systems. The final design is described of an engineering prototype advanced Stirling conversion system (ASCS) with a free-piston hydraulic engine output capable of delivering about 25 kW of electric power to a utility grid. The free-piston Stirling engine has the potential for a highly reliable engine with long life because it has only a few moving parts, has noncontacting bearings, and can be hermetically sealed. The ASCS is designed to deliver maximum power per year over a range of solar input with a design life of 30 years (60,000 h). The system includes a liquid Nak pool boiler heat transport system and a free-piston Stirling engine with high-pressure hydraulic output, coupled with a bent axis variable displacement hydraulic motor and a rotary induction generator.

Comparison of steady-state and transient CVS cycle emission of an automotive Stirling engine

NASA Technical Reports Server (NTRS)

Farrell, R. A.; Bolton, R. J.

1983-01-01

The Automotive Stirling Engine Development Program is to demonstrate a number of goals for a Stirling-powered vehicle. These goals are related to an achievement of specified maximum emission rates, a combined cycle fuel economy 30 percent better than a comparable internal-combustion engine-powered automobile, multifuel capability, competitive cost and reliability, and a meeting of Federal standards concerning noise and safety. The present investigation is concerned with efforts related to meeting the stringent emission goals. Attention is given to the initial development of a procedure for predicting transient CVS urban cycle gaseous emissions from steady-state engine data, taking into account the employment of the test data from the first-generation automotive Stirling engine. A large amount of steady-state data from three Mod I automotive Stirling engines were used to predict urban CVS cycle emissions for the Mod I Lerma vehicle.

Final design of a free-piston hydraulic advanced Stirling conversion system

NASA Astrophysics Data System (ADS)

Wallace, D. A.; Noble, J. E.; Emigh, S. G.; Ross, B. A.; Lehmann, G. A.

Under the US Department of Energy's (DOEs) Solar Thermal Technology Program, Sandia National Laboratories is evaluating heat engines for solar distributed receiver systems. The final design is described of an engineering prototype advanced Stirling conversion system (ASCS) with a free-piston hydraulic engine output capable of delivering about 25 kW of electric power to a utility grid. The free-piston Stirling engine has the potential for a highly reliable engine with long life because it has only a few moving parts, has noncontacting bearings, and can be hermetically sealed. The ASCS is designed to deliver maximum power per year over a range of solar input with a design life of 30 years (60,000 h). The system includes a liquid Nak pool boiler heat transport system and a free-piston Stirling engine with high-pressure hydraulic output, coupled with a bent axis variable displacement hydraulic motor and a rotary induction generator.

Investigation of the Muffling Problem for Airplane Engines

NASA Technical Reports Server (NTRS)

Upton, G B; Gage, V R

1920-01-01

The experimentation presented in this report falls in two divisions: first, the determination of the relation between back pressure in the exhaust line and consequent power loss, for various combinations of speed and throttle positions of the engine; second, the construction and trial of muffler designs covering both type and size. Report deals with experiments in the development of a muffler designed on the principle which will give the maximum muffling effect with a minimum loss of power. The main body of the work has been done on a Curtiss OX eight-cylinder airplane engine, 4 by 5 inches, rated 70 horsepower at 1,200 revolutions per minute. For estimation of the muffling ability and suppression of "bark" of individual exhausts, the "Ingeco" stationary, single cylinder, 5 1/2 by 10 inch, throttling governed gasoline engine, and occasionally other engines were used.

40 CFR 1048.350 - What records must I keep?

Code of Federal Regulations, 2010 CFR

2010-07-01

... additional records: (1) A description of all test equipment for each test cell that you can use to test... production figures by maximum engine power, displacement, fuel type, or assembly plant (if you produce...

Finding the quantum thermoelectric with maximal efficiency and minimal entropy production at given power output

NASA Astrophysics Data System (ADS)

Whitney, Robert S.

2015-03-01

We investigate the nonlinear scattering theory for quantum systems with strong Seebeck and Peltier effects, and consider their use as heat engines and refrigerators with finite power outputs. This paper gives detailed derivations of the results summarized in a previous paper [R. S. Whitney, Phys. Rev. Lett. 112, 130601 (2014), 10.1103/PhysRevLett.112.130601]. It shows how to use the scattering theory to find (i) the quantum thermoelectric with maximum possible power output, and (ii) the quantum thermoelectric with maximum efficiency at given power output. The latter corresponds to a minimal entropy production at that power output. These quantities are of quantum origin since they depend on system size over electronic wavelength, and so have no analog in classical thermodynamics. The maximal efficiency coincides with Carnot efficiency at zero power output, but decreases with increasing power output. This gives a fundamental lower bound on entropy production, which means that reversibility (in the thermodynamic sense) is impossible for finite power output. The suppression of efficiency by (nonlinear) phonon and photon effects is addressed in detail; when these effects are strong, maximum efficiency coincides with maximum power. Finally, we show in particular limits (typically without magnetic fields) that relaxation within the quantum system does not allow the system to exceed the bounds derived for relaxation-free systems, however, a general proof of this remains elusive.

Comparative Characteristics of Main Battle Tanks.

DTIC Science & Technology

1973-06-01

Depth Ford up to 7.4 feet, snorkel 13.1 feet, preparation time for snorkel @ 10 minutes 2-1 June 1973 q.- 4V-~v~W-. U W U U U POWER TRAIN Engine Mercedes ... Benz 4-stroke diesel, 10- cylinder, 900 V upright Engine hp 830 hp @ 2,200 rpm Maximum Torque/rpm 1, 989 ft/lb @ 1, 200 rpm Type Cooling Liquid @ 25

Design and Development of Wireless Power Transmission for Unmanned Air Vehicles

DTIC Science & Technology

2012-09-01

ELECTRONIC WARFARE SYSTEMS ENGINEERING and MASTER OF SCIENCE IN ELECTRICAL ENGINEERING from the NAVAL POSTGRADUATE SCHOOL September 2012...Agilent Advanced Design System (ADS). Tuning elements were added and adjusted in order to optimize the efficiency. A maximum efficiency of 57% was...investigated by a series of simulations using Agilent Advanced Design System (ADS). Tuning elements were added and adjusted

Flight evaluation of a hydromechanical backup control for the digital electronic engine control system in an F100 engine

NASA Technical Reports Server (NTRS)

Walsh, K. R.; Burcham, F. W.

1984-01-01

The backup control (BUC) features, the operation of the BUC system, the BUC control logic, and the BUC flight test results are described. The flight test results include: (1) transfers to the BUC at military and maximum power settings; (2) a military power acceleration showing comparisons bvetween flight and simulation for BUC and primary modes; (3) steady-state idle power showing idle compressor speeds at different flight conditions; and (4) idle-to-military power BUC transients showing where cpmpressor stalls occurred for different ramp rates and idle speeds. All the BUC transfers which occur during the DEEC flight program are initiated by the pilot. Automatic transfers to the BUC do not occur.

An Investigation in the Ames 40- by 80-Foot Wind Tunnel of a YT-56A Turboprop Engine Incorporating a Decoupler and a Controlled-Feathering Device

NASA Technical Reports Server (NTRS)

Rogallo, Vernon L.; Yaggy, Paul F.; McCloud, John L., III

1954-01-01

An investigation of a decoupler and a controlled-feathering device incorporated with the YT-56A turboprop engine has been made to determine the effectiveness of these devices in reducing the high negative thrust (drag) which accompanies power failure of this type of engine. Power failures were simulated by fuel cut-off, both without either device free to operate, and with each device free to operate singly. The investigation was made through an airspeed range from 50 to 230 mph. It was found that with neither device free to operate, the drag levels realized after power failures at airspeeds above 170 mph would impose vertical tail loads higher than those allowable for the YC-130, the airplane for which the test power package was designed. These levels were reached in approximately one second. The maximum drag realized after power failure was not appreciably altered by the use of the decoupler although the decoupler did put a limit on the duration of the peak drag. The controlled-feathering device maintained a level of essentially zero drag after power failure. The use of the decoupler in the YT-56A engine complicates windmilling air-starting procedures and makes it necessary to place operating restrictions on the engine to assure safe flight at low-power conditions,

DC-9/JT8D refan, Phase 1. [technical and economic feasibility of retrofitting DC-9 aircraft with refan engine to achieve desired acoustic levels

NASA Technical Reports Server (NTRS)

1973-01-01

Analyses and design studies were conducted on the technical and economic feasibility of installing the JT8D-109 refan engine on the DC-9 aircraft. Design criteria included minimum change to the airframe to achieve desired acoustic levels. Several acoustic configurations were studied with two selected for detailed investigations. The minimum selected acoustic treatment configuration results in an estimated aircraft weight increase of 608 kg (1,342 lb) and the maximum selected acoustic treatment configuration results in an estimated aircraft weight increase of 809 kg (1,784 lb). The range loss for the minimum and maximum selected acoustic treatment configurations based on long range cruise at 10 668 m (35,000 ft) altitude with a typical payload of 6 804 kg (15,000 lb) amounts to 54 km (86 n. mi.) respectively. Estimated reduction in EPNL's for minimum selected treatment show 8 EPNdB at approach, 12 EPNdB for takeoff with power cutback, 15 EPNdB for takeoff without power cutback and 12 EPNdB for sideline using FAR Part 36. Little difference was estimated in EPNL between minimum and maximum treatments due to reduced performance of maximum treatment. No major technical problems were encountered in the study. The refan concept for the DC-9 appears technically feasible and economically viable at approximately $1,000,000 per airplane. An additional study of the installation of JT3D-9 refan engine on the DC-8-50/61 and DC-8-62/63 aircraft is included. Three levels of acoustic treatment were suggested for DC-8-50/61 and two levels for DC-8-62/63. Results indicate the DC-8 technically can be retrofitted with refan engines for approximately $2,500,000 per airplane.

High energy density propulsion systems and small engine dynamometer

NASA Astrophysics Data System (ADS)

Hays, Thomas

2009-07-01

Scope and Method of Study. This study investigates all possible methods of powering small unmanned vehicles, provides reasoning for the propulsion system down select, and covers in detail the design and production of a dynamometer to confirm theoretical energy density calculations for small engines. Initial energy density calculations are based upon manufacturer data, pressure vessel theory, and ideal thermodynamic cycle efficiencies. Engine tests are conducted with a braking type dynamometer for constant load energy density tests, and show true energy densities in excess of 1400 WH/lb of fuel. Findings and Conclusions. Theory predicts lithium polymer, the present unmanned system energy storage device of choice, to have much lower energy densities than other conversion energy sources. Small engines designed for efficiency, instead of maximum power, would provide the most advantageous method for powering small unmanned vehicles because these engines have widely variable power output, loss of mass during flight, and generate rotational power directly. Theoretical predictions for the energy density of small engines has been verified through testing. Tested values up to 1400 WH/lb can be seen under proper operating conditions. The implementation of such a high energy density system will require a significant amount of follow-on design work to enable the engines to tolerate the higher temperatures of lean operation. Suggestions are proposed to enable a reliable, small-engine propulsion system in future work. Performance calculations show that a mature system is capable of month long flight times, and unrefueled circumnavigation of the globe.

40 CFR 1054.350 - What records must I keep?

Code of Federal Regulations, 2010 CFR

2010-07-01

... additional records: (1) A description of all test equipment for each test cell that you can use to test... may ask you to divide your production figures by maximum engine power, displacement, fuel type, or...

14 CFR 121.201 - Nontransport category airplanes: En route limitations: One engine inoperative.

Code of Federal Regulations, 2011 CFR

2011-01-01

... concerned: (1) The reliability of wind and weather forecasting. (2) The location and kinds of navigation... operating at the maximum continuous power available; (5) The airplane is operating in standard atmosphere...

From Finite Time to Finite Physical Dimensions Thermodynamics: The Carnot Engine and Onsager's Relations Revisited

NASA Astrophysics Data System (ADS)

Feidt, Michel; Costea, Monica

2018-04-01

Many works have been devoted to finite time thermodynamics since the Curzon and Ahlborn [1] contribution, which is generally considered as its origin. Nevertheless, previous works in this domain have been revealed [2], [3], and recently, results of the attempt to correlate Finite Time Thermodynamics with Linear Irreversible Thermodynamics according to Onsager's theory were reported [4]. The aim of the present paper is to extend and improve the approach relative to thermodynamic optimization of generic objective functions of a Carnot engine with linear response regime presented in [4]. The case study of the Carnot engine is revisited within the steady state hypothesis, when non-adiabaticity of the system is considered, and heat loss is accounted for by an overall heat leak between the engine heat reservoirs. The optimization is focused on the main objective functions connected to engineering conditions, namely maximum efficiency or power output, except the one relative to entropy that is more fundamental. Results given in reference [4] relative to the maximum power output and minimum entropy production as objective function are reconsidered and clarified, and the change from finite time to finite physical dimension was shown to be done by the heat flow rate at the source. Our modeling has led to new results of the Carnot engine optimization and proved that the primary interest for an engineer is mainly connected to what we called Finite Physical Dimensions Optimal Thermodynamics.

Correlation between Thermodynamic Efficiency and Ecological Cyclicity for Thermodynamic Power Cycles

PubMed Central

Layton, Astrid; Reap, John; Bras, Bert; Weissburg, Marc

2012-01-01

A sustainable global community requires the successful integration of environment and engineering. In the public and private sectors, designing cyclical (“closed loop”) resource networks increasingly appears as a strategy employed to improve resource efficiency and reduce environmental impacts. Patterning industrial networks on ecological ones has been shown to provide significant improvements at multiple levels. Here, we apply the biological metric cyclicity to 28 familiar thermodynamic power cycles of increasing complexity. These cycles, composed of turbines and the like, are scientifically very different from natural ecosystems. Despite this difference, the application results in a positive correlation between the maximum thermal efficiency and the cyclic structure of the cycles. The immediate impact of these findings results in a simple method for comparing cycles to one another, higher cyclicity values pointing to those cycles which have the potential for a higher maximum thermal efficiency. Such a strong correlation has the promise of impacting both natural ecology and engineering thermodynamics and provides a clear motivation to look for more fundamental scientific connections between natural and engineered systems. PMID:23251638

Performance Optimization of the NASA Large Civil Tiltrotor

DTIC Science & Technology

2008-07-01

Continuous Power MRP Maximum Rated Power (take-off power) OEI One Engine Inoperative OGE Out of Ground Effect SFC Specific Fuel Consumption SLS Sea...for the LCTR2 based on a service entry date of 2018. Table 1 summarizes the nominal mission, and Table 2 lists key design values (the initial values...Aeroflightdynamics Directorate (AFDD), RDECOM (Ref. 4). RC designs are based upon a physics- based synthesis process calibrated to a database of

Rapid Measurement of Emissions From Military Aircraft Turbine Engines by Downstream Extractive Sampling of Aircraft on the Ground: Results for C-130 and F-15 Aircraft (POSTPRINT)

DTIC Science & Technology

2009-02-01

four Allison T56 -A-15 turboprop engines which can generate in excess of 4500 horsepower at maximum power. This engine type uses a single entry, 14-stage...JP-8 JP-8 þ 100 Aircraft C-130H F-15 Engine Allison T56 P & W F100-PE-100 Composition (Vol %) Aromatics 16.3 12.4 Alkenes 1.6 2.5 Alkanes 82.1 85.1...respectively. Results are shown for the lowest and highest throttle settings for each of the engine types. The intra-engine variability of two T56

Design of a transverse-flux permanent-magnet linear generator and controller for use with a free-piston stirling engine

NASA Astrophysics Data System (ADS)

Zheng, Jigui; Huang, Yuping; Wu, Hongxing; Zheng, Ping

2016-07-01

Transverse-flux with high efficiency has been applied in Stirling engine and permanent magnet synchronous linear generator system, however it is restricted for large application because of low and complex process. A novel type of cylindrical, non-overlapping, transverse-flux, and permanent-magnet linear motor(TFPLM) is investigated, furthermore, a high power factor and less process complexity structure research is developed. The impact of magnetic leakage factor on power factor is discussed, by using the Finite Element Analysis(FEA) model of stirling engine and TFPLM, an optimization method for electro-magnetic design of TFPLM is proposed based on magnetic leakage factor. The relation between power factor and structure parameter is investigated, and a structure parameter optimization method is proposed taking power factor maximum as a goal. At last, the test bench is founded, starting experimental and generating experimental are performed, and a good agreement of simulation and experimental is achieved. The power factor is improved and the process complexity is decreased. This research provides the instruction to design high-power factor permanent-magnet linear generator.

40 CFR 60.4241 - What are my compliance requirements if I am a manufacturer of stationary SI internal combustion...

Code of Federal Regulations, 2010 CFR

2010-07-01

... internal combustion engines with a maximum engine power greater than 19 KW (25 HP) that do not use gasoline... the D-1 cycle of International Organization of Standardization 8178-4: 1996(E) (incorporated by reference, see 40 CFR 60.17) or the test cycle requirements specified in Table 5 to 40 CFR 1048.505, except...

All-optical nanomechanical heat engine.

PubMed

Dechant, Andreas; Kiesel, Nikolai; Lutz, Eric

2015-05-08

We propose and theoretically investigate a nanomechanical heat engine. We show how a levitated nanoparticle in an optical trap inside a cavity can be used to realize a Stirling cycle in the underdamped regime. The all-optical approach enables fast and flexible control of all thermodynamical parameters and the efficient optimization of the performance of the engine. We develop a systematic optimization procedure to determine optimal driving protocols. Further, we perform numerical simulations with realistic parameters and evaluate the maximum power and the corresponding efficiency.

All-Optical Nanomechanical Heat Engine

NASA Astrophysics Data System (ADS)

Dechant, Andreas; Kiesel, Nikolai; Lutz, Eric

2015-05-01

We propose and theoretically investigate a nanomechanical heat engine. We show how a levitated nanoparticle in an optical trap inside a cavity can be used to realize a Stirling cycle in the underdamped regime. The all-optical approach enables fast and flexible control of all thermodynamical parameters and the efficient optimization of the performance of the engine. We develop a systematic optimization procedure to determine optimal driving protocols. Further, we perform numerical simulations with realistic parameters and evaluate the maximum power and the corresponding efficiency.

Effect of intake swirl on the performance of single cylinder direct injection diesel engine

NASA Astrophysics Data System (ADS)

Sharma, Vinod Kumar; Mohan, Man; Mouli, Chandra

2017-11-01

In the present work, the effect of inlet manifold geometry and swirl intensity on the direct injection (DI) diesel engine performance was investigated experimentally. Modifications in inlet manifold geometry have been suggested to achieve optimized swirl for the better mixing of fuel with air. The intake swirl intensities of modified cylinder head were measured in swirl test rig at different valve lifts. Later, the overall performance of 435 CC DI diesel engine was measured using modified cylinder head. In addition, the performance of engine was compared for both modified and old cylinder head. For same operating conditions, the brake power and brake specific fuel consumption was improved by 6% and 7% respectively with modified cylinder head compared to old cylinder head. The maximum brake power of 9 HP was achieved for modified cylinder head. The results revealed that the intake swirl has great influence on engine performance.

Performance mapping of a 30 cm engineering model thruster

NASA Technical Reports Server (NTRS)

Poeschel, R. L.; Vahrenkamp, R. P.

1975-01-01

A 30 cm thruster representative of the engineering model design has been tested over a wide range of operating parameters to document performance characteristics such as electrical and propellant efficiencies, double ion and beam divergence thrust loss, component equilibrium temperatures, operational stability, etc. Data obtained show that optimum power throttling, in terms of maximum thruster efficiency, is not highly sensitive to parameter selection. Consequently, considerations of stability, discharge chamber erosion, thrust losses, etc. can be made the determining factors for parameter selection in power throttling operations. Options in parameter selection based on these considerations are discussed.

Efficient protocols for Stirling heat engines at the micro-scale

NASA Astrophysics Data System (ADS)

Muratore-Ginanneschi, Paolo; Schwieger, Kay

2015-10-01

We investigate the thermodynamic efficiency of sub-micro-scale Stirling heat engines operating under the conditions described by overdamped stochastic thermodynamics. We show how to construct optimal protocols such that at maximum power the efficiency attains for constant isotropic mobility the universal law η=2 ηC/(4-ηC) , where ηC is the efficiency of an ideal Carnot cycle. We show that these protocols are specified by the solution of an optimal mass transport problem. Such solution can be determined explicitly using well-known Monge-Ampère-Kantorovich reconstruction algorithms. Furthermore, we show that the same law describes the efficiency of heat engines operating at maximum work over short time periods. Finally, we illustrate the straightforward extension of these results to cases when the mobility is anisotropic and temperature dependent.

40 CFR Appendix A to Subpart E of... - Tables

Code of Federal Regulations, 2010 CFR

2010-07-01

... torque output N · m Power output kW Air inlet temperature °C Air humidity mg/kg Coolant temperature... rated speed Engine torque as a percentage of maximum torque at rated speed Mode weighting factor 1 100...

14 CFR 125.111 - General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS... airplane powered by airplane engines rated at more than 600 horsepower each for maximum continuous... would not contribute materially to the objective sought, the Administrator may require compliance with...

Energetic Combustion Devices for Aerospace Propulsion and Power

NASA Technical Reports Server (NTRS)

Litchford, Ron J.

2000-01-01

Chemical reactions have long been the mainstay thermal energy source for aerospace propulsion and power. Although it is widely recognized that the intrinsic energy density limitations of chemical bonds place severe constraints on maximum realizable performance, it will likely be several years before systems based on high energy density nuclear fuels can be placed into routine service. In the mean time, efforts to develop high energy density chemicals and advanced combustion devices which can utilize such energetic fuels may yield worthwhile returns in overall system performance and cost. Current efforts in this vein are being carried out at NASA MSFC under the direction of the author in the areas of pulse detonation engine technology development and light metals combustion devices. Pulse detonation engines are touted as a low cost alternative to gas turbine engines and to conventional rocket engines, but actual performance and cost benefits have yet to be convincingly demonstrated. Light metal fueled engines also offer potential benefits in certain niche applications such as aluminum/CO2 fueled engines for endo-atmospheric Martian propulsion. Light metal fueled MHD generators also present promising opportunities with respect to electric power generation for electromagnetic launch assist. This presentation will discuss the applications potential of these concepts with respect to aero ace propulsion and power and will review the current status of the development efforts.

Cooling Characteristics of the V-1650-7 Engine. II - Effect of Coolant Conditions on Cylinder Temperatures and Heat Rejection at Several Engine Powers

NASA Technical Reports Server (NTRS)

Povolny, John H.; Bogdan, Louis J.; Chelko, Louis J.

1947-01-01

An investigation has been conducted on a V-1650-7 engine to determine the cylinder temperatures and the coolant and oil heat rejections over a range of coolant flows (50 to 200 gal/min) and oil inlet temperatures (160 to 2150 F) for two values of coolant outlet temperature (250 deg and 275 F) at each of four power conditions ranging from approximately 1100 to 2000 brake horsepower. Data were obtained for several values of block-outlet pressure at each of the two coolant outlet temperatures. A mixture of 30 percent by volume of ethylene glycol and 70-percent water was used as the coolant. The effect of varying coolant flow, coolant outlet temperature, and coolant outlet pressure over the ranges investigated on cylinder-head temperatures was small (0 deg to 25 F) whereas the effect of increasing the engine power condition from ll00 to 2000 brake horsepower was large (maximum head-temperature increase, 110 F).

Maximum Power Point Tracking with Dichotomy and Gradient Method for Automobile Exhaust Thermoelectric Generators

NASA Astrophysics Data System (ADS)

Fang, W.; Quan, S. H.; Xie, C. J.; Tang, X. F.; Wang, L. L.; Huang, L.

2016-03-01

In this study, a direct-current/direct-current (DC/DC) converter with maximum power point tracking (MPPT) is developed to down-convert the high voltage DC output from a thermoelectric generator to the lower voltage required to charge batteries. To improve the tracking accuracy and speed of the converter, a novel MPPT control scheme characterized by an aggregated dichotomy and gradient (ADG) method is proposed. In the first stage, the dichotomy algorithm is used as a fast search method to find the approximate region of the maximum power point. The gradient method is then applied for rapid and accurate tracking of the maximum power point. To validate the proposed MPPT method, a test bench composed of an automobile exhaust thermoelectric generator was constructed for harvesting the automotive exhaust heat energy. Steady-state and transient tracking experiments under five different load conditions were carried out using a DC/DC converter with the proposed ADG and with three traditional methods. The experimental results show that the ADG method can track the maximum power within 140 ms with a 1.1% error rate when the engine operates at 3300 rpm@71 NM, which is superior to the performance of the single dichotomy method, the single gradient method and the perturbation and observation method from the viewpoint of improved tracking accuracy and speed.

Compression-ignition engine performance with undoped and doped fuel oils and alcohol mixtures

NASA Technical Reports Server (NTRS)

Moore, Charles S; Foster, Hampton H

1939-01-01

Several fuel oils, doped fuel oils, and mixtures of alcohol and fuel oil were tested in a high-speed, single-cylinder, compression-ignition engine to determine power output, fuel consumption, and ignition and combustion characteristics. Fuel oils or doped fuel oils of high octane number had shorter ignition lags, lower rates of pressure rise, and gave smoother engine operation than fuel oils or doped fuel oils of low octane number. Higher engine rotative speeds and boost pressures resulted in smoother engine operation and permitted the use of fuel oils of relatively low octane number. Although the addition of a dope to a fuel oil decreased the ignition lag and the rate of pressure rise, the ensuing rate of combustion was somewhat slower than for the undoped fuel oil so that the effectiveness of combustion was practically unchanged. Alcohol used as an auxiliary fuel, either as a mixture or by separate injection, increased the rates of pressure rise and induced roughness. In general, the power output decreased as the proportion of alcohol increased and, below maximum power, varied with the heating value of the total fuel charge.

Prediction of noise constrained optimum takeoff procedures

NASA Technical Reports Server (NTRS)

Padula, S. L.

1980-01-01

An optimization method is used to predict safe, maximum-performance takeoff procedures which satisfy noise constraints at multiple observer locations. The takeoff flight is represented by two-degree-of-freedom dynamical equations with aircraft angle-of-attack and engine power setting as control functions. The engine thrust, mass flow and noise source parameters are assumed to be given functions of the engine power setting and aircraft Mach number. Effective Perceived Noise Levels at the observers are treated as functionals of the control functions. The method is demonstrated by applying it to an Advanced Supersonic Transport aircraft design. The results indicate that automated takeoff procedures (continuously varying controls) can be used to significantly reduce community and certification noise without jeopardizing safety or degrading performance.

High variable mixture ratio oxygen/hydrogen engine

NASA Technical Reports Server (NTRS)

Erickson, C. M.; Tu, W. H.; Weiss, A. H.

1988-01-01

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.

40 CFR 60.4201 - What emission standards must I meet for non-emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2011 CFR

2011-07-01

... (KW) (3,000 horsepower (HP)) and a displacement of less than 10 liters per cylinder to the... ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than 10... 2,237 KW (3,000 HP) and a displacement of less than 10 liters per cylinder to the certification...

40 CFR 60.4201 - What emission standards must I meet for non-emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2013 CFR

2013-07-01

... (KW) (3,000 horsepower (HP)) and a displacement of less than 10 liters per cylinder to the... ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than 10... 2,237 KW (3,000 HP) and a displacement of less than 10 liters per cylinder to the certification...

40 CFR 60.4201 - What emission standards must I meet for non-emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2014 CFR

2014-07-01

... (KW) (3,000 horsepower (HP)) and a displacement of less than 10 liters per cylinder to the... ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than 10... 2,237 KW (3,000 HP) and a displacement of less than 10 liters per cylinder to the certification...

40 CFR 60.4201 - What emission standards must I meet for non-emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2012 CFR

2012-07-01

... (KW) (3,000 horsepower (HP)) and a displacement of less than 10 liters per cylinder to the... ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than 10... 2,237 KW (3,000 HP) and a displacement of less than 10 liters per cylinder to the certification...

40 CFR 60.4201 - What emission standards must I meet for non-emergency engines if I am a stationary CI internal...

Code of Federal Regulations, 2010 CFR

2010-07-01

... (KW) (3,000 horsepower (HP)) and a displacement of less than 10 liters per cylinder to the... ICE with a maximum engine power greater than 2,237 KW (3,000 HP) and a displacement of less than 10... 2,237 KW (3,000 HP) and a displacement of less than 10 liters per cylinder to the certification...

Effects of bleed air extraction on thrust levels on the F404-GE-400 turbofan engine

NASA Technical Reports Server (NTRS)

Yuhas, Andrew J.; Ray, Ronald J.

1992-01-01

A ground test was performed to determine the effects of compressor bleed flow extraction on the performance of F404-GE-400 afterburning turbofan engines. The two engines were installed in the F/A-18 High Alpha Research Vehicle at the NASA Dryden Flight Research Facility. A specialized bleed ducting system was installed onto the aircraft to control and measure engine bleed airflow while the aircraft was tied down to a thrust measuring stand. The test was conducted on each engine and at various power settings. The bleed air extraction levels analyzed included flow rates above the manufacturer's maximum specification limit. The measured relationship between thrust and bleed flow extraction was shown to be essentially linear at all power settings with an increase in bleed flow causing a corresponding decrease in thrust. A comparison with the F404-GE-400 steady-state engine simulation showed the estimation to be within +/- 1 percent of measured thrust losses for large increases in bleed flow rate.

Performance improvements of an F-15 airplane with an integrated engine-flight control system

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1988-01-01

An integrated flight and propulsion control system has been developed and flight demonstrated on the NASA Ames-Dryden F-15 research aircraft. The highly integrated digital control (HIDEC) system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power. The amount of EPR uptrim is modulated based on airplane maneuver requirements, flight conditions, and engine information. Engine thrust was increased as much as 10.5 percent at subsonic flight conditions by uptrimming EPR. The additional thrust significantly improved aircraft performance. Rate of climb was increased 14 percent at 40,000 ft and the time to climb from 10,000 to 40,000 ft was reduced 13 percent. A 14 and 24 percent increase in acceleration was obtained at intermediate and maximum power, respectively. The HIDEC logic performed fault free. No engine anomalies were encountered for EPR increases up to 12 percent and for angles of attack and sideslip of 32 and 11 deg, respectively.

Performance improvements of an F-15 airplane with an integrated engine-flight control system

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1988-01-01

An integrated flight and propulsion control system has been developed and flight demonstrated on the NASA Ames-Dryden F-15 research aircraft. The highly integrated digital control (HIDEC) system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power. The amount of EPR uptrim is modulated based on airplane maneuver requirements, flight conditions, and engine information. Engine thrust was increased as much as 10.5 percent at subsonic flight conditions by uptrimming EPR. The additional thrust significantly improved aircraft performance. Rate of climb was increased 14 percent at 40,000 ft and the time to climb from 10,000 to 40,000 ft was reduced 13 percent. A 14 and 24 percent increase in acceleration was obtained at intermediate and maximum power, respectively. The HIDEC logic performed fault free. No engine anomalies were encountered for EPR increases up to 12 percent and for angles of attack and sideslip of 32 and 11 degrees, respectively.

Near-term hybrid vehicle program, phase 1. Appendix B: Design trade-off studies report. Volume 2: Supplement to design trade-off studies

NASA Technical Reports Server (NTRS)

1979-01-01

Results of studies leading to the preliminary design of a hybrid passenger vehicle which is projected to have the maximum potential for reducing petroleum consumption in the near term are presented. Heat engine/electric hybrid vehicle tradeoffs, assessment of battery power source, and weight and cost analysis of key components are among the topics covered. Performance of auxiliary equipment, such as power steering, power brakes, air conditioning, lighting and electrical accessories, heating and ventilation is discussed along with the selection of preferred passenger compartment heating procedure for the hybrid vehicle. Waste heat from the engine, thermal energy storage, and an auxiliary burner are among the approaches considered.

Cold-air performance of a 15.41-cm-tip-diameter axial-flow power turbine with variable-area stator designed for a 75-kW automotive gas turbine engine

NASA Technical Reports Server (NTRS)

Mclallin, K. L.; Kofskey, M. G.; Wong, R. Y.

1982-01-01

An experimental evaluation of the aerodynamic performance of the axial flow, variable area stator power turbine stage for the Department of Energy upgraded automotive gas turbine engine was conducted in cold air. The interstage transition duct, the variable area stator, the rotor, and the exit diffuser were included in the evaluation of the turbine stage. The measured total blading efficiency was 0.096 less than the design value of 0.85. Large radial gradients in flow conditions were found at the exit of the interstage duct that adversely affected power turbine performance. Although power turbine efficiency was less than design, the turbine operating line corresponding to the steady state road load power curve was within 0.02 of the maximum available stage efficiency at any given speed.

Advanced radioisotope heat source for Stirling Engines

NASA Astrophysics Data System (ADS)

Dobry, T. J.; Walberg, G.

2001-02-01

The heat exchanger on a Stirling Engine requires a thermal energy transfer from a heat source to the engine through a very limited area on the heater head circumference. Designing an effective means to assure maximum transfer efficiency is challenging. A single General Purpose Heat Source (GPHS), which has been qualified for space operations, would satisfy thermal requirements for a single Stirling Engine that would produce 55 electrical watts. However, it is not efficient to transfer its thermal energy to the engine heat exchanger from its rectangular geometry. This paper describes a conceptual design of a heat source to improve energy transfer for Stirling Engines that may be deployed to power instrumentation on space missions. .

Experimental study of the influence of different resonators on thermoacoustic conversion performance of a thermoacoustic-Stirling heat engine.

PubMed

Luo, E C; Ling, H; Dai, W; Yu, G Y

2006-12-22

In this paper, an experimental study of the effect of the resonator shape on the performance of a traveling-wave thermoacoustic engine is presented. Two different resonators were tested in the thermoacoustic-Stirling heat. One resonator is an iso-diameter one, and the other is a tapered one. To have a reasonable comparison reference, we keep the same traveling-wave loop, the same resonant frequency and the same operating pressure. The experiment showed that the resonator shape has significant influence on the global performance of the thermoacoustic-Stirling heat engine. The tapered resonator gives much better performance than the iso-diameter resonator. The tapered resonator system achieved a maximum pressure ratio of about 1.3, a maximum net acoustical power output of about 450 W and a highest thermoacoustic efficiency of about 25%.

Performance and Emissions of a Small Compression Ignition Engine Run on Dual-fuel Mode (Diesel-Raw biogas)

NASA Astrophysics Data System (ADS)

Ambarita, H.; Sinulingga, E. P.; Nasution, M. KM; Kawai, H.

2017-03-01

In this work, a compression ignition (CI) engine is tested in dual-fuel mode (Diesel-Raw biogas). The objective is to examine the performance and emission characteristics of the engine when some of the diesel oil is replaced by biogas. The specifications of the CI engine are air cooled single horizontal cylinder, four strokes, and maximum output power of 4.86 kW. It is coupled with a synchronous three phase generator. The load, engine revolution, and biogas flow rate are varied from 600 W to 1500 W, 1000 rpm to 1500 rpm, 0 to 6 L/minute, respectively. The electric power, specific fuel consumption, thermal efficiency, gas emission, and diesel replacement ratio are analyzed. The results show that there is no significant difference of the power resulted by CI run on dual-fuel mode in comparison with pure diesel mode. However, the specific fuel consumption and efficiency decrease significantly as biogas flow rate increases. On the other hand, emission of the engine on dual-fuel mode is better. The main conclusion can be drawn is that CI engine without significant modification can be operated perfectly in dual-fuel mode and diesel oil consumption can be decreased up to 87.5%.

Optimization of diesel engine performance by the Bees Algorithm

NASA Astrophysics Data System (ADS)

Azfanizam Ahmad, Siti; Sunthiram, Devaraj

2018-03-01

Biodiesel recently has been receiving a great attention in the world market due to the depletion of the existing fossil fuels. Biodiesel also becomes an alternative for diesel No. 2 fuel which possesses characteristics such as biodegradable and oxygenated. However, there are facts suggested that biodiesel does not have the equivalent features as diesel No. 2 fuel as it has been claimed that the usage of biodiesel giving increment in the brake specific fuel consumption (BSFC). The objective of this study is to find the maximum brake power and brake torque as well as the minimum BSFC to optimize the condition of diesel engine when using the biodiesel fuel. This optimization was conducted using the Bees Algorithm (BA) under specific biodiesel percentage in fuel mixture, engine speed and engine load. The result showed that 58.33kW of brake power, 310.33 N.m of brake torque and 200.29/(kW.h) of BSFC were the optimum value. Comparing to the ones obtained by other algorithm, the BA produced a fine brake power and a better brake torque and BSFC. This finding proved that the BA can be used to optimize the performance of diesel engine based on the optimum value of the brake power, brake torque and BSFC.

Performance and Thrust-to-Weight Optimization of the Dual-Expander Aerospike Nozzle Upper Stage Rocket Engine

DTIC Science & Technology

2012-06-01

calculates a constant convection heat transfer coefficient on the hot and cold side of the cooling jacket wall. The calculated maximum wall temperature for...regeneratively cools the combustion chamber and nozzle. The heat transferred to the fuel from cooling provides enough power to the turbine to power both... heat transfer at the throat compared to a bell nozzle. This increase in heat transfer surface area means more power to the turbine, increased chamber

A Numerical Simulation of the Energy Conversion Process in Microwave Rocket

DOE Office of Scientific and Technical Information (OSTI.GOV)

Shibata, Teppei; Oda, Yasuhisa; Komurasaki, Kimiya

2008-04-28

In Microwave Rocket, a high power microwave beam ionizes atmospheric air inside of the thruster and the ionization front drives a shock wave. In this paper, CFD simulation was conducted using measured propagation velocity of the ionization front to evaluate the engine performance. As a result, maximum cycle efficiency was obtained at the power density of about 200 kW/m{sup 2} which is the transitional beam power condition between Microwave Supported Combustion and Microwave Supported Detonation regimes.

Computational studies of an intake manifold for restricted engine application

NASA Astrophysics Data System (ADS)

Prasetyo, Bagus Dwi; Ubaidillah, Maharani, Elliza Tri; Setyohandoko, Gabriel; Idris, Muhammad Idzdihar

2018-02-01

The Formula Society of Automotive Engineer (FSAE) student competition is an international contest for a vehicle that entirely designed and built by students from various universities. The engine design in the Formula SAE competition has to comply a tight regulation. Concerning the engine intake line, an air restrictor of circular cross-section less than 20 mm must be fitted between the throttle valve and the engine inlet. The throat is aimed to limit the engine air flow rate as it strongly influences the volumetric efficiency and then the maximum power. This article focuses on the design of the engine intake system of the Bengawan FSAE team vehicle to optimize the engine power output and its stability. The performance of engine intake system is studied through computational fluid dynamics (CFD). The objective of CFD is to know the pressure, velocity, and airflow of the air intake manifold for the best performance of the engine. The three-dimensional drawing of the intake manifold was made, and CFD simulation was conducted using ANSYS FLUENT. Two models were studied. The result shows that the different design produces a different value of the velocity of airflow and the kind of flow type.

The effects of compressor seventh-stage bleed air extraction on performance of the F100-PW-220 afterburning turbofan engine

NASA Technical Reports Server (NTRS)

Evans, Alison B.

1991-01-01

A study was conducted to determine the effects of seventh-stage compressor bleed on the performance of the F100 afterburning turbofan engine. The effects of bleed on thrust, specific fuel consumption, fan turbine inlet temperature, bleed total pressure, and bleed total temperature were obtained from the engine manufacturer's status deck computer simulation. These effects were determined for power settings of intermediate, partial afterburning, and maximum afterburning for Mach numbers between 0.6 and 2.2 and for altitudes of 30,000, 40,000, and 50,000 ft. It was found that thrust loss and specific fuel consumption increase were approximately linear functions of bleed flow and, based on a percent-thrust change basis, were approximately independent of power setting.

Performance and emission parameters of single cylinder diesel engine using castor oil bio-diesel blended fuels

NASA Astrophysics Data System (ADS)

Rahimi, A.; Ghobadian, B.; Najafi, G.; Jaliliantabar, F.; Mamat, R.

2015-12-01

The purpose of this study is to investigate the performance and emission parameters of a CI single cylinder diesel engine operating on biodiesel-diesel blends (B0, B5, B10, B15 and E20: 20% biodiesel and 80% diesel by volume). A reactor was designed, fabricated and evaluated for biodiesel production. The results showed that increasing the biodiesel content in the blend fuel will increase the performance parameters and decrease the emission parameters. Maximum power was detected for B0 at 2650 rpm and maximum torque was belonged to B20 at 1600 rpm. The experimental results revealed that using biodiesel-diesel blended fuels increased the power and torque output of the engine. For biodiesel blends it was found that the specific fuel consumption (sfc) was decreased. B10 had the minimum amount for sfc. The concentration of CO2 and HC emissions in the exhaust pipe were measured and found to be decreased when biodiesel blends were introduced. This was due to the high oxygen percentage in the biodiesel compared to the net diesel fuel. In contrast, the concentration of CO and NOx was found to be increased when biodiesel is introduced.

Space Power Free-Piston Stirling Engine Scaling Study

NASA Technical Reports Server (NTRS)

Jones, D.

1989-01-01

The design feasibility study is documented of a single cylinder, free piston Stirling engine/linear alternator (FPSE/LA) power module generating 150 kW-electric (kW sub e), and the determination of the module's maximum feasible power level. The power module configuration was specified to be a single cylinder (single piston, single displacer) FPSE/LA, with tuning capacitors if required. The design requirements were as follows: (1) Maximum electrical power output; (2) Power module thermal efficiency equal to or greater than 20 percent at a specific mass of 5 to 8 kg/kW(sub e); (3) Heater wall temperature/cooler wall temperature = 1050 K/525 K; (4) Sodium heat-pipe heat transport system, pumped loop NaK (sodium-potassium eutectic mixture) rejection system; (5) Maximum power module vibration amplitude = 0.0038 cm; and (6) Design life = 7 years (60,000 hr). The results show that a single cylinder FPSE/LA is capable of meeting program goals and has attractive scaling attributes over the power range from 25 to 150 kW(sub e). Scaling beyond the 150 kW(sub e) power level, the power module efficiency falls and the power module specific mass reaches 10 kg/kW(sub e) at a power output of 500 kW(sub e). A discussion of scaling rules for the engine, alternator, and heat transport systems is presented, along with a detailed description of the conceptual design of a 150 kW(sub e) power module that meets the requirements. Included is a discussion of the design of a dynamic balance system. A parametric study of power module performance conducted over the power output range of 25 to 150 kW(sub e) for temperature ratios of 1.7, 2.0, 2.5, and 3.0 is presented and discussed. The results show that as the temperature ratio decreases, the efficiency falls and specific mass increases. At a temperature ratio of 1.7, the 150 kW(sub e) power module cannot satisfy both efficiency and specific mass goals. As the power level increases from 25 to 150 kW(sub e) at a fixed temperature ratio, power module efficiency is seen to increase slightly, but at the expense of increased specific mass. An empirical equation relating power module thermal efficiency as a function of power module specific mass, power output, and temperature ratio is developed. Alternative configurations to the single cylinder, direct coupled linear alternator approach are also evaluated, but are shown to have technical drawbacks that lessen their attractiveness. The dynamic balance assembly mass (moving mass and structure) represents 20 to 30 percent of the total single cylinder power module mass. Joining two modules in a balanced opposed configuration eliminates the need for the balancer, and a hot end junction can be made without significant addition of structural mass. Recommendations are made for evaluation of advanced heat pipe concepts, tests of radial flow heat exchangers, and evaluation of high temperature alternator materials.

14 CFR 25.25 - Weight limits.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Weight limits. 25.25 Section 25.25 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... requirement is shown, except that for airplanes equipped with standby power rocket engines the maximum weight...

14 CFR 25.25 - Weight limits.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Weight limits. 25.25 Section 25.25 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... requirement is shown, except that for airplanes equipped with standby power rocket engines the maximum weight...

Altitude-Wind-Tunnel Investigation of R-4360-18 Power-Plant Installation for XR60 Airplane. 3; Performance of Induction and Exhaust Systems

NASA Technical Reports Server (NTRS)

Dupree, David T.; Hawkins, W. Kent

1947-01-01

A study has been made of the performance of the induction and the exhaust systems on the XR60 power-plant installation as part of an investigation conducted in the Cleveland altitude wind tunnel. Altitude flight conditions from 5000 to 30,000 feet were simulated for a range of engine powers from 750 to 3000 brake horsepower. Slipstream rotation prevented normal pressure recoveries in the right side of the main duct in the region of the right intercooler cooling-air duct inlet. Total-pressure losses in the charge-air flow between the turbosupercharger and the intercoolers were as high as 2.1 inches of mercury. The total-pressure distribution of the charge air at the intercooler inlets was irregular and varied as much as 1.0 inch of mercury from the average value at extreme conditions, Total-pressure surveys at the carburetor top deck showed a variation from the average value of 0.3 inch of mercury at take-off power and 0.05 inch of mercury at maximum cruising power, The carburetor preheater system increased the temperature of the engine charge air a maximum of about 82 F at an average cowl-inlet air temperature of 9 F, a pressure altitude of 5000 feet, and a brake horsepower of 1240.

Parameter Optimization and Operating Strategy of a TEG System for Railway Vehicles

NASA Astrophysics Data System (ADS)

Heghmanns, A.; Wilbrecht, S.; Beitelschmidt, M.; Geradts, K.

2016-03-01

A thermoelectric generator (TEG) system demonstrator for diesel electric locomotives with the objective of reducing the mechanical load on the thermoelectric modules (TEM) is developed and constructed to validate a one-dimensional thermo-fluid flow simulation model. The model is in good agreement with the measurements and basis for the optimization of the TEG's geometry by a genetic multi objective algorithm. The best solution has a maximum power output of approx. 2.7 kW and does not exceed the maximum back pressure of the diesel engine nor the maximum TEM hot side temperature. To maximize the reduction of the fuel consumption, an operating strategy regarding the system power output for the TEG system is developed. Finally, the potential consumption reduction in passenger and freight traffic operating modes is estimated under realistic driving conditions by means of a power train and lateral dynamics model. The fuel savings are between 0.5% and 0.7%, depending on the driving style.

Energy conservation through utilization of mechanical energy storage

NASA Astrophysics Data System (ADS)

Eisenhaure, D. B.; Bliamptis, T. E.; Downer, J. R.; Heinemann, P. C.

Potential benefits regarding fuel savings, necessary technology, and evaluation criteria for the development of flywheel-hybrid vehicles are examined. A case study is quoted in which adoption of flywheel-hybrid vehicles in a taxi fleet would result in an increase of 10 mpg average to 32 mpg. Two proposed systems are described, one involving direct engine power to the flywheel and the second regenerating the flywheel from braking energy through a continuously variable transmission. Fuel consumption characteristics are considered the ultimate determinant in the choice of configuration, while material properties and housing shape determine the flywheel speed range. Vehicle losses are characterized and it is expected that a flywheel at 12,000 rpm will experience less than one hp average parasitic power loss. Flywheel storage is suitable for smaller engines because larger engines dominate the power train mass. Areas considered important for further investigation include reliability of an engine run near maximum torque, noise and vibration associated with flywheel operation, start up delays, compatibility of driver controls, integration of normal with regenerative braking systems, and, most importantly, the continuously variable transmission.

Coolant Design System for Liquid Propellant Aerospike Engines

NASA Astrophysics Data System (ADS)

McConnell, Miranda; Branam, Richard

2015-11-01

Liquid propellant rocket engines burn at incredibly high temperatures making it difficult to design an effective coolant system. These particular engines prove to be extremely useful by powering the rocket with a variable thrust that is ideal for space travel. When combined with aerospike engine nozzles, which provide maximum thrust efficiency, this class of rockets offers a promising future for rocketry. In order to troubleshoot the problems that high combustion chamber temperatures pose, this research took a computational approach to heat analysis. Chambers milled into the combustion chamber walls, lined by a copper cover, were tested for their efficiency in cooling the hot copper wall. Various aspect ratios and coolants were explored for the maximum wall temperature by developing our own MATLAB code. The code uses a nodal temperature analysis with conduction and convection equations and assumes no internal heat generation. This heat transfer research will show oxygen is a better coolant than water, and higher aspect ratios are less efficient at cooling. This project funded by NSF REU Grant 1358991.

Preliminary operational results from the Willard solar power system

NASA Technical Reports Server (NTRS)

Fenton, D. L.; Abernathy, G. H.; Krivokapich, G.; Ellibee, D. E.; Chilton, V.

1980-01-01

The solar powered system located near Willard, New Mexico, generates mechanical or electrical power at a capacity of 19 kW (25 HP). The solar collection system incorporates east/west tracking parabolic trough collectors with a total aperture area of 1275 sq m (13,720 sq ft). The hot oil type thermal energy storage is sufficient for approximately 20 hours of power system operation. The system utilizes a reaction type turbine in conjunction with an organic Rankine cycle engine. Total collector field efficiency reaches a maximum of 20 percent near the winter solstice and about 50 percent during the summer. During the month of July, 1979, the system pumped 60 percent of the 35,300 cu m (28.6 acre-feet) of water delivered. Operating efficiencies for the turbine component, organic Rankine cycle engine and the complete power system are respectively 65 to 75 percent, 12 to 15 percent and 5 to 6 percent. Significant maintenance time was expended on both the collector and power systems throughout the operational period.

Preliminary operational results from the Willard solar power system

NASA Astrophysics Data System (ADS)

Fenton, D. L.; Abernathy, G. H.; Krivokapich, G.; Ellibee, D. E.; Chilton, V.

1980-05-01

The solar powered system located near Willard, New Mexico, generates mechanical or electrical power at a capacity of 19 kW (25 HP). The solar collection system incorporates east/west tracking parabolic trough collectors with a total aperture area of 1275 sq m (13,720 sq ft). The hot oil type thermal energy storage is sufficient for approximately 20 hours of power system operation. The system utilizes a reaction type turbine in conjunction with an organic Rankine cycle engine. Total collector field efficiency reaches a maximum of 20 percent near the winter solstice and about 50 percent during the summer. During the month of July, 1979, the system pumped 60 percent of the 35,300 cu m (28.6 acre-feet) of water delivered. Operating efficiencies for the turbine component, organic Rankine cycle engine and the complete power system are respectively 65 to 75 percent, 12 to 15 percent and 5 to 6 percent. Significant maintenance time was expended on both the collector and power systems throughout the operational period.

Performance of high-altitude, long-endurance, turboprop airplanes using conventional or cryogenic fuels

NASA Technical Reports Server (NTRS)

Liu, G. C.; Morris, C. E. K., Jr.; Koenig, R. W.

1983-01-01

An analytical study has been conducted to evaluate the potential endurance of remotely piloted, low speed, high altitude, long endurance airplanes designed with 1990 technology. The baseline configuration was a propeller driven, sailplane like airplane powered by turbine engines that used JP-7, liquid methane, or liquid hydrogen as fuel. Endurance was measured as the time spent between 60,000 feet and an engine limited maximum altitude of 70,000 feet. Performance was calculated for a baseline vehicle and for configurations derived by varying aerodynamic, structural or propulsion parameters. Endurance is maximized by reducing wing loading and engine size. The level of maximum endurance for a given wing loading is virtually the same for all three fuels. Constraints due to winds aloft and propulsion system scaling produce maximum endurance values of 71 hours for JP-7 fuel, 70 hours for liquid methane, and 65 hours for liquid hydrogen. Endurance is shown to be strongly effected by structural weight fraction, specific fuel consumption, and fuel load. Listings of the computer program used in this study and sample cases are included in the report.

Exhaust emissions survey of a turbofan engine for flame holder swirl type augmentors at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E., Jr.

1981-01-01

Emissions of carbon dioxide, total oxides of nitrogen, unburned hydrocarbons, and carbon monoxide from an F100 afterburning two spool turbofan engine at simulated flight conditions are reported. Tests were run at Mach 0.8 at altitudes of 10.97 and 13.71 km (36,000 and 45,000 ft), and at Mach 1.2 at 13.71 km (45,000 ft). Emission measurements were made from intermediate power (nonafterburning) through maximum afterburning, using a single point gas sample probe traversed across the horizontal diameter of the exhaust nozzle. The data show that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate and partial afterburning power. Unburned hydrocarbons were near zero for most of the simulated flight conditions. At maximum afterburning, there were regions of NOx deficiency in regions of high CO. The results suggest that the low NOx levels observed in the tests are a result of interaction with high CO in the thermal converter. CO2 emissions were proportional to local fuel air ratio for all test conditions.

Design feasibility via ascent optimality for next-generation spacecraft

NASA Astrophysics Data System (ADS)

Miele, A.; Mancuso, S.

This paper deals with the optimization of the ascent trajectories for single-stage-sub-orbit (SSSO), single-stage-to-orbit (SSTO), and two-stage-to-orbit (TSTO) rocket-powered spacecraft. The maximum payload weight problem is studied for different values of the engine specific impulse and spacecraft structural factor. The main conclusions are that: feasibility of SSSO spacecraft is guaranteed for all the parameter combinations considered; feasibility of SSTO spacecraft depends strongly on the parameter combination chosen; not only feasibility of TSTO spacecraft is guaranteed for all the parameter combinations considered, but the TSTO payload is several times the SSTO payload. Improvements in engine specific impulse and spacecraft structural factor are desirable and crucial for SSTO feasibility; indeed, aerodynamic improvements do not yield significant improvements in payload. For SSSO, SSTO, and TSTO spacecraft, simple engineering approximations are developed connecting the maximum payload weight to the engine specific impulse and spacecraft structural factor. With reference to the specific impulse/structural factor domain, these engineering approximations lead to the construction of zero-payload lines separating the feasibility region (positive payload) from the unfeasibility region (negative payload).

Decrease of dynamic loads in mobile energy means

NASA Astrophysics Data System (ADS)

Polivaev, O. I.; Gorban, L. K.; Vorohobin, A. V.; Vedrinsky, O. S.

2018-03-01

The increase in the productivity of machine and tractor units is possible due to the increase in operating speeds, this leads to the emergence of increased dynamic loads in the system “engine-transmission-propulsion unit-soil”, which worsens the performance of machine-tractor aggregates. To reduce fluctuations in the “engine-transmission” system, special vibration dampers are used, which installed in close proximity to the engine and protect well the transmission from uneven engine operation; however, such dampers practically do not eliminate the oscillations of external loads. Reducing dynamic loads on the transmission and the mobile power engine (MPE) is an important issue directly related to improving the performance, reliability and durability of the tractor, as well as reducing the slippage of the drive wheels. In order to reduce effectively dynamic loads on the transmission and on the MPE, it is necessary to introduce resilient damping elements closer to the sources of oscillations, namely, to the driving wheels. At the same time, the elastic-damping element should provide accumulation of vibration energy caused by external influences and have a large energy capacity. The installation of an elastic-damping element in the final link of the tractor transmission ensures a reduction in the magnitude of external influences, thereby protecting the engine and transmission from large dynamic loads, and allows one to reduce the slippage of the propellers, which has a positive effect on the traction and energy characteristics of the tractor. Traction tests of the LTP-55 tractor on a concrete road showed that the use of an elasto-damping drive makes it possible to increase the maximum tractive power from 33.5 to 35.3 kW and to reduce the slipping of propellers by 12-30%, the specific fuel consumption by 6-10%. When driving on stubble, the use of an elastic-damping drive increases the maximum tractive power from 25 to 26 kW, reduces the skidding of propellers by 10-28%, and the specific fuel consumption by 10-12.5%.

Design consideration for a nuclear electric propulsion system

NASA Technical Reports Server (NTRS)

Phillips, W. M.; Pawlik, E. V.

1978-01-01

A study is currently underway to design a nuclear electric propulsion vehicle capable of performing detailed exploration of the outer-planets. Primary emphasis is on the power subsystem. Secondary emphasis includes integration into a spacecraft, and integration with the thrust subsystem and science package or payload. The results of several design iterations indicate an all-heat-pipe system offers greater reliability, elimination of many technology development areas and a specific weight of under 20 kg/kWe at the 400 kWe power level. The system is compatible with a single Shuttle launch and provides greater safety than could be obtained with designs using pumped liquid metal cooling. Two configurations, one with the reactor and power conversion forward on the spacecraft with the ion engines aft and the other with reactor, power conversion and ion engines aft were selected as dual baseline designs based on minimum weight, minimum required technology development and maximum growth potential and flexibility.

Flight investigation of the effects of an outboard wing-leading-edge modification on stall/spin characteristics of a low-wing, single-engine, T-tail light airplane

NASA Technical Reports Server (NTRS)

Stough, H. Paul, III; Dicarlo, Daniel J.; Patton, James M., Jr.

1987-01-01

Flight tests were performed to investigate the change in stall/spin characteristics due to the addition of an outboard wing-leading-edge modification to a four-place, low-wing, single-engine, T-tail, general aviation research airplane. Stalls and attempted spins were performed for various weights, center of gravity positions, power settings, flap deflections, and landing-gear positions. Both stall behavior and wind resistance were improved compared with the baseline airplane. The latter would readily spin for all combinations of power settings, flap deflections, and aileron inputs, but the modified airplane did not spin at idle power or with flaps extended. With maximum power and flaps retracted, the modified airplane did enter spins with abused loadings or for certain combinations of maneuver and control input. The modified airplane tended to spin at a higher angle of attack than the baseline airplane.

Commercialization of an Advanced Gearless Midsize Wind Turbine

DOE Office of Scientific and Technical Information (OSTI.GOV)

McKay, Chris; Ellis, Kyle

The objective of this project was the development and eventual commercialization of a Gearless Wind Turbine of rated power 450 kW. While the product was to be based on existing technology, a significant amount of new engineering effort was expected to be required to ensure maximum efficiency and realistic placement within the market. Expected benefits included positive impact on green job creation in over 15 states as well as strengthen the U.S. domestic capacity for turbine engineering.

Quantum dynamical framework for Brownian heat engines

NASA Astrophysics Data System (ADS)

Agarwal, G. S.; Chaturvedi, S.

2013-07-01

We present a self-contained formalism modeled after the Brownian motion of a quantum harmonic oscillator for describing the performance of microscopic Brownian heat engines such as Carnot, Stirling, and Otto engines. Our theory, besides reproducing the standard thermodynamics results in the steady state, enables us to study the role dissipation plays in determining the efficiency of Brownian heat engines under actual laboratory conditions. In particular, we analyze in detail the dynamics associated with decoupling a system in equilibrium with one bath and recoupling it to another bath and obtain exact analytical results, which are shown to have significant ramifications on the efficiencies of engines involving such a step. We also develop a simple yet powerful technique for computing corrections to the steady state results arising from finite operation time and use it to arrive at the thermodynamic complementarity relations for various operating conditions and also to compute the efficiencies of the three engines cited above at maximum power. Some of the methods and exactly solvable models presented here are interesting in their own right and could find useful applications in other contexts as well.

14 CFR 36.1 - Applicability and definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in... had any flight time before— (i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines...

14 CFR 36.1 - Applicability and definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in... time before— (i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines; (ii) December 31...

14 CFR 36.1 - Applicability and definitions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in... time before— (i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines; (ii) December 31...

14 CFR 36.1 - Applicability and definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in... time before— (i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines; (ii) December 31...

14 CFR 36.1 - Applicability and definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in... time before— (i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines; (ii) December 31...

46 CFR 52.25-20 - Exhaust gas boilers.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 2 2014-10-01 2014-10-01 false Exhaust gas boilers. 52.25-20 Section 52.25-20 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS Other Boiler Types § 52.25-20 Exhaust gas boilers. Exhaust gas boilers with a maximum allowable working pressure...

46 CFR 52.25-20 - Exhaust gas boilers.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 2 2012-10-01 2012-10-01 false Exhaust gas boilers. 52.25-20 Section 52.25-20 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS Other Boiler Types § 52.25-20 Exhaust gas boilers. Exhaust gas boilers with a maximum allowable working pressure...

46 CFR 52.25-20 - Exhaust gas boilers.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 2 2011-10-01 2011-10-01 false Exhaust gas boilers. 52.25-20 Section 52.25-20 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS Other Boiler Types § 52.25-20 Exhaust gas boilers. Exhaust gas boilers with a maximum allowable working pressure...

46 CFR 52.25-20 - Exhaust gas boilers.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 2 2013-10-01 2013-10-01 false Exhaust gas boilers. 52.25-20 Section 52.25-20 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS Other Boiler Types § 52.25-20 Exhaust gas boilers. Exhaust gas boilers with a maximum allowable working pressure...

46 CFR 52.25-20 - Exhaust gas boilers.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 2 2010-10-01 2010-10-01 false Exhaust gas boilers. 52.25-20 Section 52.25-20 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING POWER BOILERS Other Boiler Types § 52.25-20 Exhaust gas boilers. Exhaust gas boilers with a maximum allowable working pressure...

14 CFR 23.73 - Reference landing approach speed.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Reference landing approach speed. 23.73... Reference landing approach speed. (a) For normal, utility, and acrobatic category reciprocating engine-powered airplanes of 6,000 pounds or less maximum weight, the reference landing approach speed, VREF, must...

14 CFR 23.73 - Reference landing approach speed.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Reference landing approach speed. 23.73... Reference landing approach speed. (a) For normal, utility, and acrobatic category reciprocating engine-powered airplanes of 6,000 pounds or less maximum weight, the reference landing approach speed, VREF, must...

Emissions of Volatile Particulate Components from Turboshaft Engines running JP-8 and Fischer-Tropsch Fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Cheng, Mengdawn; Corporan, E.; DeWitt, M.

2009-01-01

Rotating-wing aircraft or helicopters are heavily used by the US military and also a wide range of commercial applications around the world, but emissions data for this class of engines are limited. In this study, we focus on emissions from T700-GE-700 and T700-GE-701C engines; T700 engine was run with military JP-8 and T701C run with both JP-8 and Fischer-Tropsch (FT) fuels. Each engine was run at three engine power settings from the idle to maximum power in sequence. Exhaust particles measured at the engine exhaust plane (EEP) have a peak mobility diameter less than 50nm in all engine power settings.more » At a 4-m downstream location, sulfate/sulfur measurements indicate all particulate sulfur exists practically as sulfate, and the particulate sulfur and sulfate contents increased as the engine power increased. The conversion of sulfur to sulfate was found not to be dependent on engine power setting. Analysis also showed that conversion of sulfur to sulfate was not by the adsorption of sulfur dioxide gas on the soot particles and then subsequently oxidized to form sulfate, but by gas-phase conversion of SO2 via OH or O then subsequently forming H2SO4 and condensing on soot particles. Without the sulfur and aromatic components, use of the FT fuel led to significant reduction of soot emissions as compared to that of the JP-8 fuel producing less number of particles than that of the JP-8 fuel; however, the FT fuel produced much higher number concentrations of particles smaller than 7nm than that of JP-8 in all engine power settings. This indicates non-aromatics components in the FT fuel could have contributed to the enhancement of emissions of particles smaller than 7nm. These small particles are volatile, not observed at the EEP, and may be important in playing a role for the formation of secondary particles in the atmosphere or serving as a site for effective cloud nuclei condensation to occur.« less

Inlet noise suppressor design method based upon the distribution of acoustic power with mode cutoff ratio

NASA Technical Reports Server (NTRS)

Rice, E. J.

1976-01-01

A liner design for noise suppressors with outer wall treatment such as in an engine inlet is presented which potentially circumvents the problems of resolution in modal measurement. The method is based on the fact that the modal optimum impedance and the maximum possible sound power attenuation at this optimum can be expressed as functions of cutoff ratio alone. Modes with similar cutoff ratios propagate similarly in the duct and in addition propagate similarly to the far field. Thus there is no need to determine the acoustic power carried by these modes individually, and they can be grouped together as one entity. With the optimum impedance and maximum attenuation specified as functions of cutoff ratio, the off-optimum liner performance can be estimated using an approximate attenuation equation.

Fire Resistant Fuel for Military Compression Ignition Engines

DTIC Science & Technology

2013-12-04

Turbo Diesel Maximum Power Output Figure 5. 6.5L Turbo Diesel Maximum Torque Output 40 60 80 100 120 140 160 180 1000 1200 1400 1600 1800 2000 2200...H2O & 250ppm) JP8-FRF AMA (5% H2O & 250ppm) UNCLASSIFIED 9 UNCLASSIFIED Figure 6. 6.5L Turbo Diesel Brake Specific Fuel Consumption From...mid-1980s, fire-resistant diesel fuel that self extinguished when ignited by an explosive projectile was developed. Chemically, this fire resistant

Universality of maximum-work efficiency of a cyclic heat engine based on a finite system of ultracold atoms.

PubMed

Ye, Zhuolin; Hu, Yingying; He, Jizhou; Wang, Jianhui

2017-07-24

We study the performance of a cyclic heat engine which uses a small system with a finite number of ultracold atoms as its working substance and works between two heat reservoirs at constant temperatures T h and T c (

Engineering of beam direct conversion for a 120-kV, 1-MW ion beam

NASA Technical Reports Server (NTRS)

Barr, W. L.; Doggett, J. N.; Hamilton, G. W.; Kinney, J. D.; Moir, R. W.

1977-01-01

Practical systems for beam direct conversion are required to recover the energy from ion beams at high efficiency and at very high beam power densities in the environment of a high-power neutral-injection system. Such an experiment is now in progress using a 120-kV beam with a maximum total current of 20 A. After neutralization, the H(+) component to be recovered will have a power of approximately 1 MW. A system testing these concepts has been designed and tested at 15 kV, 2 kW in preparation for the full-power tests. The engineering problems involved in the full-power tests affect electron suppression, gas pumping, voltage holding, diagnostics, and measurement conditions. Planning for future experiments at higher power includes the use of cryopumping and electron suppression by a magnetic field rather than by an electrostatic field. Beam direct conversion for large fusion experiments and reactors will save millions of dollars in the cost of power supplies and electricity and will dispose of the charged beam under conditions that may not be possible by other techniques.

Power-dependent speciation of volatile organic compounds in aircraft exhaust

NASA Astrophysics Data System (ADS)

Beyersdorf, Andreas J.; Thornhill, K. Lee; Winstead, Edward L.; Ziemba, Luke D.; Blake, Donald R.; Timko, Michael T.; Anderson, Bruce E.

2012-12-01

As part of the third NASA Aircraft Particle Emissions Experiment (APEX-3, November 2005), whole air samples were collected to determine the emission rates of volatile organic compounds (VOCs) from aircraft equipped with three different gas-turbine engines (an Allison Engine 3007-A1E, a Pratt-Whitney 4158, and a Rolls-Royce RB211-535E4B). Samples were collected 1 m behind the engine exhaust plane of the engines while they were operated at powers ranging from idle up to 30% of maximum rated thrust. Exhaust emission indices (mass emitted per kilogram of fuel used) for CO and non-methane hydrocarbons (NMHCs) were calculated based on enhancements over background relative to CO2. Emissions of all NMHCs were greatest at low power with values decreasing by an order of magnitude with increasing power. Previous studies have shown that scaling idle hydrocarbon emissions to formaldehyde or ethene (which are typically emitted at a ratio of 1-to-1 at idle) reduces variability amongst engine types. NMHC emissions were found to scale at low power, with alkenes contributing over 50% of measured NMHCs. However, as the power increases hydrocarbon emissions no longer scale to ethene, as the aromatics become the dominant species emitted. This may be due in part to a shift in combustion processes from thermal cracking (producing predominantly alkenes) to production of new molecules (producing proportionally more aromatics) as power increases. The formation of these aromatics is an intermediate step in the production of soot, which also increases with increasing power. The increase in aromatics relative to alkenes additionally results in a decrease in the hydroxyl radical reactivity and ozone formation potential of aircraft exhaust. Samples collected 30 m downwind of the engine were also analyzed for NMHCs and carbonyl compounds (acetone, 2-butanone and C1-C9 aldehydes). Formaldehyde was the predominant carbonyl emitted; however, the ratio of ethene-to-formaldehyde varied between the aircraft, possibly due to the sampling of transient emissions such as engine start-up and power changes. A large portion of the measured emissions (27-42% by mass) in the plume samples was made up of hazardous air pollutants (HAPs) with oxygenated compounds being most significant.

Fault Identification Based on Nlpca in Complex Electrical Engineering

NASA Astrophysics Data System (ADS)

Zhang, Yagang; Wang, Zengping; Zhang, Jinfang

2012-07-01

The fault is inevitable in any complex systems engineering. Electric power system is essentially a typically nonlinear system. It is also one of the most complex artificial systems in this world. In our researches, based on the real-time measurements of phasor measurement unit, under the influence of white Gaussian noise (suppose the standard deviation is 0.01, and the mean error is 0), we used mainly nonlinear principal component analysis theory (NLPCA) to resolve fault identification problem in complex electrical engineering. The simulation results show that the fault in complex electrical engineering is usually corresponding to the variable with the maximum absolute value coefficient in the first principal component. These researches will have significant theoretical value and engineering practical significance.

Osmotic Engine: Translating Osmotic Pressure into Macroscopic Mechanical Force via Poly(Acrylic Acid) Based Hydrogels

PubMed Central

Arens, Lukas; Weißenfeld, Felix; Klein, Christopher O.; Schlag, Karin

2017-01-01

Poly(acrylic acid)‐based hydrogels can swell up to 100–1000 times their own weight in desalinated water due to osmotic forces. As the swelling is about a factor of 2–12 lower in seawater‐like saline solutions (4.3 wt% NaCl) than in deionized water, cyclic swelling, and shrinking can potentially be used to move a piston in an osmotic motor. Consequently, chemical energy is translated into mechanical energy. This conversion is driven by differences in chemical potential and by changes in entropy. This is special, as most thermodynamic engines rely instead on the conversion of heat into mechanical energy. To optimize the efficiency of this process, the degree of neutralization, the degree of crosslinking, and the particle size of the hydrogels are varied. Additionally, different osmotic engine prototypes are constructed. The maximum mean power of 0.23 W kg−1 dry hydrogel is found by using an external load of 6 kPa, a polymer with 1.7 mol% crosslinking, a degree of neutralization of 10 mol%, and a particle size of 370–670 µm. As this is achieved only in the first round of optimization, higher values of the maximum power average over one cycle seem realistic. PMID:28932675

Comparative evaluation of three alternative power cycles for waste heat recovery from the exhaust of adiabatic diesel engines

NASA Technical Reports Server (NTRS)

Bailey, M. M.

1985-01-01

Three alternative power cycles were compared in application as an exhaust-gas heat-recovery system for use with advanced adiabatic diesel engines. The power cycle alternatives considered were steam Rankine, organic Rankine with RC-1 as the working fluid, and variations of an air Brayton cycle. The comparison was made in terms of fuel economy and economic payback potential for heavy-duty trucks operating in line-haul service. The results indicate that, in terms of engine rated specific fuel consumption, a diesel/alternative-power-cycle engine offers a significant improvement over the turbocompound diesel used as the baseline for comparison. The maximum imporvement resulted from the use of a Rankine cycle heat-recovery system in series with turbocompounding. The air Brayton cycle alternatives studied, which included both simple-cycle and compression-intercooled configurations, were less effective and provided about half the fuel consumption improvement of the Rankine cycle alternatives under the same conditions. Capital and maintenance cost estimates were also developed for each of the heat-recovery power cycle systems. These costs were integrated with the fuel savings to identify the time required for net annual savings to pay back the initial capital investment. The sensitivity of capital payback time to arbitrary increases in fuel price, not accompanied by corresponding hardware cost inflation, was also examined. The results indicate that a fuel price increase is required for the alternative power cycles to pay back capital within an acceptable time period.

The Ion Propulsion System on NASA's Space Technology 4/Champollion Comet Rendezvous Mission

NASA Technical Reports Server (NTRS)

Brophy, John R.; Garner, Charles E.; Weiss, Jeffery M.

1999-01-01

The ST4/Champollion mission is designed to rendezvous with and land on the comet Tempel 1 and return data from the first-ever sampling of a comet surface. Ion propulsion is an enabling technology for this mission. The ion propulsion system on ST4 consists of three ion engines each essentially identical to the single engine that flew on the DS1 spacecraft. The ST4 propulsion system will operate at a maximum input power of 7.5 kW (3.4 times greater than that demonstrated on DS1), will produce a maximum thrust of 276 mN, and will provide a total (Delta)V of 11.4 km/s. To accomplish this the propulsion system will carry 385 kg of xenon. All three engines will be operated simultaneously for the first 168 days of the mission. The nominal mission requires that each engine be capable of processing 118 kg. If one engine fails after 168 days, the remaining two engines can perform the mission, but must be capable of processing 160 kg of xenon, or twice the original thruster design requirement. Detailed analyses of the thruster wear-out failure modes coupled with experience from long-duration engine tests indicate that the thrusters have a high probability of meeting the 160-kg throughput requirement.

Optimization of wave rotors for use as gas turbine engine topping cycles

NASA Technical Reports Server (NTRS)

Wilson, Jack; Paxson, Daniel E.

1995-01-01

Use of a wave rotor as a topping cycle for a gas turbine engine can improve specific power and reduce specific fuel consumption. Maximum improvement requires the wave rotor to be optimized for best performance at the mass flow of the engine. The optimization is a trade-off between losses due to friction and passage opening time, and rotational effects. An experimentally validated, one-dimensional CFD code, which includes these effects, has been used to calculate wave rotor performance, and find the optimum configuration. The technique is described, and results given for wave rotors sized for engines with sea level mass flows of 4, 26, and 400 lb/sec.

With power comes responsibility: motorcycle engine power and power-to-weight ratio in relation to accident risk.

PubMed

Mattsson, Markus; Summala, Heikki

2010-02-01

Current European legislation allows the EU member states to restrict the maximum power output of motorcycles to 74 kW even though evidence supporting the limit is scarce and has produced mixed results-perhaps because motorcycle performance has been measured by engine displacement, not engine power, in most of the previous studies. This study investigates the relationship of motorcycle engine power and power-to-weight ratio to risk of fatal and nonfatal crashes in Finland. The fatality rate (number of fatal accidents/number of registered motorbikes) for riders of different ages riding bikes belonging to different power and power-to-weight ratio classes was examined using a comprehensive in-depth database. Data on nonfatal accidents were acquired from a Web questionnaire (N = 2708), which also served as a basis for estimating riders' annual mileage. Mileage data allowed the calculation of accident risk per kilometer ridden for bikes differing in power and power-to-weight ratio. The fatality risk per number of registered motorcycles and per kilometer ridden increases both with power and power-to-weight ratio, independently of rider's age. No relationship between performance and risk of a less severe crash was found. The pre-accident speed of the most powerful bikes was 20 km/h or more over the speed limit in a large proportion of the fatal accidents (odds ratio = 4.8 for > 75 kW motorbikes; odds ratio = 6.2 for > 0.3 kW/kg motorbikes). The risk of being involved in a fatal crash is higher among the riders of powerful motorcycles. However, it is not clear whether the results are related to the riding habits of the riders that choose the most powerful bikes available or whether the high risk is due to the properties of the bikes themselves. Therefore, further research is needed before considering legal limits on motorcycle performance.

Sun-to-Wheels Exergy Efficiencies for Bio-Ethanol and Photovoltaics.

PubMed

Williams, Eric; Sekar, Ashok; Matteson, Schuyler; Rittmann, Bruce E

2015-06-02

The two main paths to power vehicles with sunlight are to use photosynthesis to grow biomass, converting to a liquid fuel for an internal combustion engine or to generate photovoltaic electricity that powers the battery of an electric vehicle. While the environmental attributes of these two paths have been much analyzed, prior studies consider the current state of technology. Technologies for biofuel and photovoltaic paths are evolving; it is critical to consider how progress might improve environmental performance. We address this challenge by assessing the current and maximum theoretical exergy efficiencies of bioethanol and photovoltaic sun-to-wheels process chains. The maximum theoretical efficiency is an upper bound stipulated by physical laws. The current net efficiency to produce motive power from silicon photovoltaic modules is estimated at 5.4%, much higher than 0.03% efficiency for corn-based ethanol. Flat-plate photovoltaic panels also have a much higher theoretical maximum efficiency than a C4 crop plant, 48% versus 0.19%. Photovoltaic-based power will always be vastly more efficient than a terrestrial crop biofuel. Providing all mobility in the U.S. via crop biofuels would require 130% of arable land with current technology and 20% in the thermodynamic limit. Comparable values for photovoltaic-based power are 0.7% and 0.081%, respectively.

14 CFR 27.49 - Performance at minimum operating speed.

Code of Federal Regulations, 2014 CFR

2014-01-01

... minimum operating speed. (a) For helicopters— (1) The hovering ceiling must be determined over the ranges...; (ii) The landing gear extended; and (iii) The helicopter in-ground effect at a height consistent with... must be at least— (i) For reciprocating engine powered helicopters, 4,000 feet at maximum weight with a...

14 CFR 27.49 - Performance at minimum operating speed.

Code of Federal Regulations, 2013 CFR

2013-01-01

... minimum operating speed. (a) For helicopters— (1) The hovering ceiling must be determined over the ranges...; (ii) The landing gear extended; and (iii) The helicopter in-ground effect at a height consistent with... must be at least— (i) For reciprocating engine powered helicopters, 4,000 feet at maximum weight with a...

14 CFR 27.49 - Performance at minimum operating speed.

Code of Federal Regulations, 2012 CFR

2012-01-01

... minimum operating speed. (a) For helicopters— (1) The hovering ceiling must be determined over the ranges...; (ii) The landing gear extended; and (iii) The helicopter in-ground effect at a height consistent with... must be at least— (i) For reciprocating engine powered helicopters, 4,000 feet at maximum weight with a...

14 CFR 23.77 - Balked landing.

Code of Federal Regulations, 2010 CFR

2010-01-01

... pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at... acrobatic category turbine engine-powered airplane must be able to maintain a steady gradient of climb of at....73(b). (c) Each commuter category airplane must be able to maintain a steady gradient of climb of at...

40 CFR 1037.525 - Special procedures for testing hybrid vehicles with power take-off.

Code of Federal Regulations, 2014 CFR

2014-07-01

... of this section to allow testing hybrid vehicles other than electric-battery hybrids, consistent with... model, use good engineering judgment to select the vehicle type with the maximum number of PTO circuits... as needed to stabilize the battery at a full state of charge. For electric hybrid vehicles, we...

Preliminary supersonic flight test evaluation of performance seeking control

NASA Technical Reports Server (NTRS)

Orme, John S.; Gilyard, Glenn B.

1993-01-01

Digital flight and engine control, powerful onboard computers, and sophisticated controls techniques may improve aircraft performance by maximizing fuel efficiency, maximizing thrust, and extending engine life. An adaptive performance seeking control system for optimizing the quasi-steady state performance of an F-15 aircraft was developed and flight tested. This system has three optimization modes: minimum fuel, maximum thrust, and minimum fan turbine inlet temperature. Tests of the minimum fuel and fan turbine inlet temperature modes were performed at a constant thrust. Supersonic single-engine flight tests of the three modes were conducted using varied after burning power settings. At supersonic conditions, the performance seeking control law optimizes the integrated airframe, inlet, and engine. At subsonic conditions, only the engine is optimized. Supersonic flight tests showed improvements in thrust of 9 percent, increases in fuel savings of 8 percent, and reductions of up to 85 deg R in turbine temperatures for all three modes. The supersonic performance seeking control structure is described and preliminary results of supersonic performance seeking control tests are given. These findings have implications for improving performance of civilian and military aircraft.

Nuclear Thermal Rocket Simulation in NPSS

NASA Technical Reports Server (NTRS)

Belair, Michael L.; Sarmiento, Charles J.; Lavelle, Thomas M.

2013-01-01

Four nuclear thermal rocket (NTR) models have been created in the Numerical Propulsion System Simulation (NPSS) framework. The models are divided into two categories. One set is based upon the ZrC-graphite composite fuel element and tie tube-style reactor developed during the Nuclear Engine for Rocket Vehicle Application (NERVA) project in the late 1960s and early 1970s. The other reactor set is based upon a W-UO2 ceramic-metallic (CERMET) fuel element. Within each category, a small and a large thrust engine are modeled. The small engine models utilize RL-10 turbomachinery performance maps and have a thrust of approximately 33.4 kN (7,500 lbf ). The large engine models utilize scaled RL-60 turbomachinery performance maps and have a thrust of approximately 111.2 kN (25,000 lbf ). Power deposition profiles for each reactor were obtained from a detailed Monte Carlo N-Particle (MCNP5) model of the reactor cores. Performance factors such as thermodynamic state points, thrust, specific impulse, reactor power level, and maximum fuel temperature are analyzed for each engine design.

Nuclear Thermal Rocket Simulation in NPSS

NASA Technical Reports Server (NTRS)

Belair, Michael L.; Sarmiento, Charles J.; Lavelle, Thomas L.

2013-01-01

Four nuclear thermal rocket (NTR) models have been created in the Numerical Propulsion System Simulation (NPSS) framework. The models are divided into two categories. One set is based upon the ZrC-graphite composite fuel element and tie tube-style reactor developed during the Nuclear Engine for Rocket Vehicle Application (NERVA) project in the late 1960s and early 1970s. The other reactor set is based upon a W-UO2 ceramic- metallic (CERMET) fuel element. Within each category, a small and a large thrust engine are modeled. The small engine models utilize RL-10 turbomachinery performance maps and have a thrust of approximately 33.4 kN (7,500 lbf ). The large engine models utilize scaled RL-60 turbomachinery performance maps and have a thrust of approximately 111.2 kN (25,000 lbf ). Power deposition profiles for each reactor were obtained from a detailed Monte Carlo N-Particle (MCNP5) model of the reactor cores. Performance factors such as thermodynamic state points, thrust, specific impulse, reactor power level, and maximum fuel temperature are analyzed for each engine design.

Linear aerospike engine study. [for reusable launch vehicles

NASA Technical Reports Server (NTRS)

Diem, H. G.; Kirby, F. M.

1977-01-01

Parametric data on split-combustor linear engine propulsion systems are presented for use in mixed-mode single-stage-to-orbit (SSTO) vehicle studies. Preliminary design data for two selected engine systems are included. The split combustor was investigated for mixed-mode operations with oxygen/hydrogen propellants used in the inner combustor in Mode 2, and in conjunction with either oxygen/RP-1, oxygen/RJ-5, O2/CH4, or O2/H2 propellants in the outer combustor for Mode 1. Both gas generator and staged combustion power cycles were analyzed for providing power to the turbopumps of the inner and outer combustors. Numerous cooling circuits and cooling fluids (propellants) were analyzed and hydrogen was selected as the preferred coolant for both combustors and the linear aerospike nozzle. The maximum operating chamber pressure was determined to be limited by the availability of hydrogen coolant pressure drop in the coolant circuit.

Parametric design criteria of an updated thermoradiative cell operating at optimal states

NASA Astrophysics Data System (ADS)

Zhang, Xin; Peng, Wanli; Lin, Jian; Chen, Xiaohang; Chen, Jincan

2017-11-01

An updated mode of the thermoradiative cell (TRC) with sub-band gap and non-radiative losses is proposed, which can efficiently harvest moderate-temperature heat energy and convert a part of heat into electricity. It is found that when the TRC is operated between the heat source at 800 K and the environment at 300 K , its maximum power output density and efficiency can attain 1490 W m-2 and 27.2 % , respectively. Moreover, the effects of some key parameters including the band gap and voltage output on the performance of the TRC are discussed. The optimally working regions of the power density, efficiency, band gap, and voltage output are determined. The maximum efficiency and power output density of the TRC operated at different temperatures are calculated and compared with those of thermophotovoltaic cells (TPVCs) and thermionic energy converters (TECs), and consequently, it is revealed that the maximum efficiency of the TRC operated at the moderate-temperature range is much higher than that of the TEC or the TPVC and the maximum power output density of the TRC is larger than that of the TEC but smaller than that of the TPVC. Particularly, the TRC is manufactured more easily than the near-field TPVC possessing a nanoscale vacuum gap. The results obtained will be helpful for engineers to choose the semiconductor materials, design and manufacture TRCs, and control operative conditions.

Hybrid integrated biological-solid-state system powered with adenosine triphosphate.

PubMed

Roseman, Jared M; Lin, Jianxun; Ramakrishnan, Siddharth; Rosenstein, Jacob K; Shepard, Kenneth L

2015-12-07

There is enormous potential in combining the capabilities of the biological and the solid state to create hybrid engineered systems. While there have been recent efforts to harness power from naturally occurring potentials in living systems in plants and animals to power complementary metal-oxide-semiconductor integrated circuits, here we report the first successful effort to isolate the energetics of an electrogenic ion pump in an engineered in vitro environment to power such an artificial system. An integrated circuit is powered by adenosine triphosphate through the action of Na(+)/K(+) adenosine triphosphatases in an integrated in vitro lipid bilayer membrane. The ion pumps (active in the membrane at numbers exceeding 2 × 10(6) mm(-2)) are able to sustain a short-circuit current of 32.6 pA mm(-2) and an open-circuit voltage of 78 mV, providing for a maximum power transfer of 1.27 pW mm(-2) from a single bilayer. Two series-stacked bilayers provide a voltage sufficient to operate an integrated circuit with a conversion efficiency of chemical to electrical energy of 14.9%.

Evaluation of a long-endurance-surveillance remotely-piloted vehicle with and without laminar flow control

NASA Technical Reports Server (NTRS)

Turriziani, R. V.; Lovell, W. A.; Price, J. E.; Quartero, C. B.; Washburn, S. F.

1979-01-01

Two aircraft were evaluated, using a derated TF34-GE-100 turbofan engine one with laminar flow control (LFC) and one without. The mission of the remotely piloted vehicles (RPV) is one of high-altitude loiter at maximum endurance. With the LFC system maximum mission time increased by 6.7 percent, L/D in the loiter phase improved 14.2 percent, and the minimum parasite drag of the wing was reduced by 65 percent resulting in a 37 percent reduction for the total airplane. Except for the minimum parasite drag of the wing, the preceding benefits include the offsetting effects of weight increase, suction power requirements, and drag of the wing-mounted suction pods. In a supplementary study using a scaled-down, rather than derated, version of the engine, on the LFC configuration, a 17.6 percent increase in mission time over the airplane without LFC and an incremental time increase of 10.2 percent over the LFC airplane with derated engine were attained. This improvement was due principally to reductions in both weight and drag of the scaled engine.

Performance and emissions of a spark-ignited engine driven generator on biomass based syngas.

PubMed

Shah, Ajay; Srinivasan, Radhakrishnan; To, Suminto D Filip; Columbus, Eugene P

2010-06-01

The emergence of biomass based energy warrants the evaluation of syngas from biomass gasification as a fuel for personal power systems. The objectives of this study were to determine the performance and exhaust emissions of a commercial 5.5 kW generator modified for operation with 100% syngas at different syngas flows and to compare the results with those obtained for gasoline operation at same electrical power. The maximum electrical power output for syngas operation was 1392 W and that for gasoline operation was 2451 W. However, the overall efficiency of the generator at maximum electrical power output for both the fuels were found to be the same. The concentrations of CO and NO(x) in the generator exhaust were lower for the syngas operation, respectively by 30-96% and 54-84% compared to the gasoline operation. However, the concentrations of CO(2) in the generator exhaust were significantly higher by 33-167% for the syngas operation. (c) 2010 Elsevier Ltd. All rights reserved.

Advanced propulsion engine assessment based on a cermet reactor

NASA Technical Reports Server (NTRS)

Parsley, Randy C.

1993-01-01

A preferred Pratt & Whitney conceptual Nuclear Thermal Rocket Engine (NTRE) has been designed based on the fundamental NASA priorities of safety, reliability, cost, and performance. The basic philosophy underlying the design of the XNR2000 is the utilization of the most reliable form of ultrahigh temperature nuclear fuel and development of a core configuration which is optimized for uniform power distribution, operational flexibility, power maneuverability, weight, and robustness. The P&W NTRE system employs a fast spectrum, cermet fueled reactor configured in an expander cycle to ensure maximum operational safety. The cermet fuel form provides retention of fuel and fission products as well as high strength. A high level of confidence is provided by benchmark analysis and independent evaluations.

Advanced Low-Cost O2/H2 Engines for the SSTO Application

NASA Technical Reports Server (NTRS)

Goracke, B. David; Levack, Daniel J. H.; Nixon, Robert F.

1994-01-01

The recent NASA Access to Space study examined future Earth to orbit (ETO) transportation needs and fleets out to 2030. The baseline in the option 3 assessment was a single stage to orbit (SSTO) vehicle. A study was conducted to assess the use of new advanced low cost O2/H2 engines for this SSTO application. The study defined baseline configurations and ground rules and defined six engine cycles to explore engine performance. The cycles included an open cycle, and a series of closed cycles with varying abilities to extract energy from the propellants to power he turbomachinery. The cycles thus varied in the maximum chamber pressure they could reach and in their weights at any given chamber pressure. The weight of each cycle was calculated for two technology levels versus chamber pressure up to the power limit of the cycle. The performance in the SSTO mission was then modeled using the resulting engine weights and specific impulse performance using the Access to Space option 3 vehicle. The results showed that new O2/H2 engines are viable and competitive candidates for the SSTO application using chamber pressures of 4,000 psi.

Design study of an air pump and integral lift engine ALF-504 using the Lycoming 502 core

NASA Technical Reports Server (NTRS)

Rauch, D.

1972-01-01

Design studies were conducted for an integral lift fan engine utilizing the Lycoming 502 fan core with the final MQT power turbine. The fan is designed for a 12.5 bypass ratio and 1.25:1 pressure ratio, and provides supercharging for the core. Maximum sea level static thrust is 8370 pounds with a specific fuel consumption of 0.302 lb/hr-lb. The dry engine weight without starter is 1419 pounds including full-length duct and sound-attenuating rings. The engine envelope including duct treatment but not localized accessory protrusion is 53.25 inches in diameter and 59.2 inches long from exhaust nozzle exit to fan inlet flange. Detailed analyses include fan aerodynamics, fan and reduction gear mechanical design, fan dynamic analysis, engine noise analysis, engine performance, and weight analysis.

Conceptual Trade Study of General Purpose Heat Source Powered Stirling Converter Configurations

NASA Technical Reports Server (NTRS)

Turpin, J. B.

2007-01-01

This Technical Manual describes a parametric study of general purpose heat source (GPHS) powered Stirling converter configurations. This study was performed in support of MSFC s efforts to establish the capability to perform non-nuclear system level testing and integration of radioisotope power systems. Six different GPHS stack configurations at a total of three different power levels (80, 250, and 500 W(sub e) were analyzed. The thermal profiles of the integrated GPHS modules (for each configuration) were calculated to determine maximum temperatures for comparison to allowable material limits. Temperature profiles for off-nominal power conditions were also assessed in order to better understand how power demands from the Stirling engine impact the performance of a given configuration.

Review on the conversion of thermoacoustic power into electricity.

PubMed

Timmer, Michael A G; de Blok, Kees; van der Meer, Theo H

2018-02-01

Thermoacoustic engines convert heat energy into high amplitude acoustic waves and subsequently into electric power. This article provides a review of the four main methods to convert the (thermo)acoustic power into electricity. First, loudspeakers and linear alternators are discussed in a section on electromagnetic devices. This is followed by sections on piezoelectric transducers, magnetohydrodynamic generators, and bidirectional turbines. Each segment provides a literature review of the given technology for the field of thermoacoustics, focusing on possible configurations, operating characteristics, output performance, and analytical and numerical methods to study the devices. This information is used as an input to discuss the performance and feasibility of each method, and to identify challenges that should be overcome for a more successful implementation in thermoacoustic engines. The work is concluded by a comparison of the four technologies, concentrating on the possible areas of application, the conversion efficiency, maximum electrical power output and more generally the suggested focus for future work in the field.

PBF Reactor Building (PER620). Detail of fuel test assembly in ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

PBF Reactor Building (PER-620). Detail of fuel test assembly in preparation for test. When complete, it will fit into in-pile tube. The maximum outside diameter of which must be about 8.25 inches. Date: 1982. INEEL negative no. 82-4908 - Idaho National Engineering Laboratory, SPERT-I & Power Burst Facility Area, Scoville, Butte County, ID

SPDE/SPRE final summary report

NASA Technical Reports Server (NTRS)

Dochat, George

1993-01-01

Mechanical Technology Incorporated (MTI) performed acceptance testing on the Space Power Research Engine (SPRE), which demonstrated satisfactory operation and sufficient reliability for delivery to NASA Lewis Research Center. The unit produced 13.5 kW PV power with an efficiency of 22 percent versus design goals of 28.8 kW PV power and efficiency of 28 percent. Maximum electric power was only 8 kWe due to lower alternator efficiency. One of the major shortcomings of the SPRE was linear alternator efficiency, which was only 70 percent compared to a design value of 90 percent. It was determined from static tests that the major cause for the efficiency shortfall was the location of the magnetic structure surrounding the linear alternator. Testing of an alternator configuration without a surrounding magnetic structure on a linear dynamometer confirmed earlier static test results. Linear alternator efficiency improved from 70 percent to over 90 percent. Testing of the MTI SPRE was also performed with hydrodynamic bearings and achieved full-stroke, stable operation. This testing indicated that hydrodynamic bearings may be useful in free piston Stirling engines. An important factor in achieving stable operation at design stroke was isolating a portion of the bearing length from the engine pressure variations. In addition, the heat pipe heater head design indicates that integration of a Stirling engine with a heat source can be performed via heat pipes. This design provides a baseline against which alternative designs can be measured.

Architecture engineering of hierarchically porous chitosan/vacuum-stripped graphene scaffold as bioanode for high performance microbial fuel cell.

PubMed

He, Ziming; Liu, Jing; Qiao, Yan; Li, Chang Ming; Tan, Timothy Thatt Yang

2012-09-12

The bioanode is the defining feature of microbial fuel cell (MFC) technology and often limits its performance. In the current work, we report the engineering of a novel hierarchically porous architecture as an efficient bioanode, consisting of biocompatible chitosan and vacuum-stripped graphene (CHI/VSG). With the hierarchical pores and unique VSG, an optimized bioanode delivered a remarkable maximum power density of 1530 mW m(-2) in a mediator-less MFC, 78 times higher than a carbon cloth anode.

Comparison of alcogas aviation fuel with export aviation gasoline

NASA Technical Reports Server (NTRS)

Gage, V R; Sparrow, S W; Harper, D R

1921-01-01

Mixtures of gasoline and alcohol when used in internal combustion engines designed for gasoline have been found to possess the advantage of alcohol in withstanding high compression without "knock" while retaining advantages of gasoline with regard to starting characteristics. Test of such fuels for maximum power-producing ability and fuel economy at various rates of consumption are thus of practical importance, with especial reference to high-compression engine development. This report discusses the results of tests which compares the performance of alcogas with x gasoline (export grade) as a standard.

Analytical and computational investigations of a magnetohydrodynamics (MHD) energy-bypass system for supersonic gas turbine engines to enable hypersonic flight

NASA Astrophysics Data System (ADS)

Benyo, Theresa Louise

Historically, the National Aeronautics and Space Administration (NASA) has used rocket-powered vehicles as launch vehicles for access to space. A familiar example is the Space Shuttle launch system. These vehicles carry both fuel and oxidizer onboard. If an external oxidizer (such as the Earth's atmosphere) is utilized, the need to carry an onboard oxidizer is eliminated, and future launch vehicles could carry a larger payload into orbit at a fraction of the total fuel expenditure. For this reason, NASA is currently researching the use of air-breathing engines to power the first stage of two-stage-to-orbit hypersonic launch systems. Removing the need to carry an onboard oxidizer leads also to reductions in total vehicle weight at liftoff. This in turn reduces the total mass of propellant required, and thus decreases the cost of carrying a specific payload into orbit or beyond. However, achieving hypersonic flight with air-breathing jet engines has several technical challenges. These challenges, such as the mode transition from supersonic to hypersonic engine operation, are under study in NASA's Fundamental Aeronautics Program. One propulsion concept that is being explored is a magnetohydrodynamic (MHD) energy- bypass generator coupled with an off-the-shelf turbojet/turbofan. It is anticipated that this engine will be capable of operation from takeoff to Mach 7 in a single flowpath without mode transition. The MHD energy bypass consists of an MHD generator placed directly upstream of the engine, and converts a portion of the enthalpy of the inlet flow through the engine into electrical current. This reduction in flow enthalpy corresponds to a reduced Mach number at the turbojet inlet so that the engine stays within its design constraints. Furthermore, the generated electrical current may then be used to power aircraft systems or an MHD accelerator positioned downstream of the turbojet. The MHD accelerator operates in reverse of the MHD generator, re-accelerating the exhaust flow from the engine by converting electrical current back into flow enthalpy to increase thrust. Though there has been considerable research into the use of MHD generators to produce electricity for industrial power plants, interest in the technology for flight-weight aerospace applications has developed only recently. In this research, electromagnetic fields coupled with weakly ionzed gases to slow hypersonic airflow were investigated within the confines of an MHD energy-bypass system with the goal of showing that it is possible for an air-breathing engine to transition from takeoff to Mach 7 without carrying a rocket propulsion system along with it. The MHD energy-bypass system was modeled for use on a supersonic turbojet engine. The model included all components envisioned for an MHD energy-bypass system; two preionizers, an MHD generator, and an MHD accelerator. A thermodynamic cycle analysis of the hypothesized MHD energy-bypass system on an existing supersonic turbojet engine was completed. In addition, a detailed thermodynamic, plasmadynamic, and electromagnetic analysis was combined to offer a single, comprehensive model to describe more fully the proper plasma flows and magnetic fields required for successful operation of the MHD energy bypass system. The unique contribution of this research involved modeling the current density, temperature, velocity, pressure, electric field, Hall parameter, and electrical power throughout an annular MHD generator and an annular MHD accelerator taking into account an external magnetic field within a moving flow field, collisions of electrons with neutral particles in an ionized flow field, and collisions of ions with neutral particles in an ionized flow field (ion slip). In previous research, the ion slip term has not been considered. The MHD energy-bypass system model showed that it is possible to expand the operating range of a supersonic jet engine from a maximum of Mach 3.5 to a maximum of Mach 7. The inclusion of ion slip within the analysis further showed that it is possible to 'drive' this system with maximum magnetic fields of 3 T and with maximum conductivity levels of 11 mhos/m. These operating parameters better the previous findings of 5 T and 10 mhos/m, and reveal that taking into account collisions between ions and neutral particles within a weakly ionized flow provides a more realistic model with added benefits of lower magnetic fields and conductivity levels especially at the higher Mach numbers. (Abstract shortened by UMI.).

Variable-Speed Induction Motor Drives for Aircraft Environmental Control Compressors

NASA Technical Reports Server (NTRS)

Mildice, J. W.; Hansen, I. G.; Schreiner, K. E.; Roth, M. E.

1996-01-01

New, more-efficient designs for aircraft jet engines are not capable of supplying the large quantities of bleed air necessary to provide pressurization and air conditioning for the environmental control systems (ECS) of the next generation of large passenger aircraft. System analysis and engineering have determined that electrically-driven ECS can help to maintain the improved fuel efficiencies; and electronic controllers and induction motors are now being developed in a NASA/NPD SBIR Program to drive both types of ECS compressors. Previous variable-speed induction motor/controller system developments and publications have primarily focused on field-oriented control, with large transient reserve power, for maximum acceleration and optimum response in actuator and robotics systems. The application area addressed herein is characterized by slowly-changing inputs and outputs, small reserve power capability for acceleration, and optimization for maximum efficiency. This paper therefore focuses on the differences between this case and the optimum response case, and shows the development of this new motor/controller approach. It starts with the creation of a new set of controller requirements. In response to those requirements, new control algorithms are being developed and implemented in an embedded computer, which is integrated into the motor controller closed loop. Buffered logic outputs are used to drive the power switches in a resonant-technology, power processor/motor-controller, at switching/resonant frequencies high enough to support efficient high-frequency induction motor operation at speeds up to 50,000-RPA

Experimental evaluation of oxygen-enriched air and emulsified fuels in a six-cylinder diesel engine

NASA Astrophysics Data System (ADS)

Sekar, R. R.; Marr, W. W.; Cole, R. L.; Marciniak, T. J.; Longman, D. E.

1993-01-01

The objectives of this investigation are to (1) determine the technical feasibility of using oxygen-enriched air to increase the efficiency of and reduce emissions from diesel engines, (2) examine the effects of water-emulsified fuel on the formation of nitrogen oxides in oxygen-enriched combustion, and (3) investigate the use of lower-grade fuels in high-speed diesel engines by emulsifying the fuel with water. These tests, completed on a Caterpillar model 3406B, six-cylinder engine are a scale-up from previous, single-cylinder-engine tests. The engine was tested with (1) intake-air oxygen levels up to 30%, (2) water content up to 20% of the fuel, (3) three fuel-injection timings, and (4) three fuel-flow rates (power levels). The Taguchi technique for experimental design was used to minimize the number of experimental points in the test matrix. Four separate test matrices were run to cover two different fuel-flow-rate strategies and two different fuels (No. 2 diesel and No. 6 diesel). A liquid-oxygen tank located outside the test cell supplied the oxygen for the tests. The only modification of the engine was installation of a pressure transducer in one cylinder. All tests were run at 1800 rpm, which corresponds to the synchronous speed of a 60-Hz generator. Test results show that oxygen enrichment results in power increases of 50% or more while significantly decreasing the levels of smoke and particulates emitted. The increase in power was accompanied by a small increase in thermal efficiency. Maximum engine power was limited by the test-cell dynamometer capacity and the capacity of the fuel-injection pump. Oxygen enrichment increases nitrogen-oxide emissions significantly. No adverse effects of oxygen enrichment on the turbocharger were observed. The engine operated successfully with No. 6 fuel, but it operated at a lower thermal efficiency and emitted more smoke and particulates than with No. 2 fuel.

Continuity and boundary conditions in thermodynamics: From Carnot's efficiency to efficiencies at maximum power

NASA Astrophysics Data System (ADS)

Ouerdane, H.; Apertet, Y.; Goupil, C.; Lecoeur, Ph.

2015-07-01

Classical equilibrium thermodynamics is a theory of principles, which was built from empirical knowledge and debates on the nature and the use of heat as a means to produce motive power. By the beginning of the 20th century, the principles of thermodynamics were summarized into the so-called four laws, which were, as it turns out, definitive negative answers to the doomed quests for perpetual motion machines. As a matter of fact, one result of Sadi Carnot's work was precisely that the heat-to-work conversion process is fundamentally limited; as such, it is considered as a first version of the second law of thermodynamics. Although it was derived from Carnot's unrealistic model, the upper bound on the thermodynamic conversion efficiency, known as the Carnot efficiency, became a paradigm as the next target after the failure of the perpetual motion ideal. In the 1950's, Jacques Yvon published a conference paper containing the necessary ingredients for a new class of models, and even a formula, not so different from that of Carnot's efficiency, which later would become the new efficiency reference. Yvon's first analysis of a model of engine producing power, connected to heat source and sink through heat exchangers, went fairly unnoticed for twenty years, until Frank Curzon and Boye Ahlborn published their pedagogical paper about the effect of finite heat transfer on output power limitation and their derivation of the efficiency at maximum power, now mostly known as the Curzon-Ahlborn (CA) efficiency. The notion of finite rate explicitly introduced time in thermodynamics, and its significance cannot be overlooked as shown by the wealth of works devoted to what is now known as finite-time thermodynamics since the end of the 1970's. The favorable comparison of the CA efficiency to actual values led many to consider it as a universal upper bound for real heat engines, but things are not so straightforward that a simple formula may account for a variety of situations. The object of the article is thus to cover some of the milestones of thermodynamics, and show through the illustrative case of thermoelectric generators, our model heat engine, that the shift from Carnot's efficiency to efficienc ies at maximum power explains itself naturally as one considers continuity and boundary conditions carefully; indeed, as an adaptation of Friedrich Nietzche's quote, we may say that the thermodynamic demon is in the details. This article is supplemented with comments by J.M.R. Parrondo and a final reply by the authors.

NDARC NASA Design and Analysis of Rotorcraft - Input, Appendix 4

NASA Technical Reports Server (NTRS)

Johnson, Wayne

2016-01-01

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description consists of all the information, input and derived, that denes the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions. The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for anti-torque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude.

Adaptive control paradigm for photovoltaic and solid oxide fuel cell in a grid-integrated hybrid renewable energy system.

PubMed

Mumtaz, Sidra; Khan, Laiq

2017-01-01

The hybrid power system (HPS) is an emerging power generation scheme due to the plentiful availability of renewable energy sources. Renewable energy sources are characterized as highly intermittent in nature due to meteorological conditions, while the domestic load also behaves in a quite uncertain manner. In this scenario, to maintain the balance between generation and load, the development of an intelligent and adaptive control algorithm has preoccupied power engineers and researchers. This paper proposes a Hermite wavelet embedded NeuroFuzzy indirect adaptive MPPT (maximum power point tracking) control of photovoltaic (PV) systems to extract maximum power and a Hermite wavelet incorporated NeuroFuzzy indirect adaptive control of Solid Oxide Fuel Cells (SOFC) to obtain a swift response in a grid-connected hybrid power system. A comprehensive simulation testbed for a grid-connected hybrid power system (wind turbine, PV cells, SOFC, electrolyzer, battery storage system, supercapacitor (SC), micro-turbine (MT) and domestic load) is developed in Matlab/Simulink. The robustness and superiority of the proposed indirect adaptive control paradigm are evaluated through simulation results in a grid-connected hybrid power system testbed by comparison with a conventional PI (proportional and integral) control system. The simulation results verify the effectiveness of the proposed control paradigm.

Adaptive control paradigm for photovoltaic and solid oxide fuel cell in a grid-integrated hybrid renewable energy system

PubMed Central

Khan, Laiq

2017-01-01

The hybrid power system (HPS) is an emerging power generation scheme due to the plentiful availability of renewable energy sources. Renewable energy sources are characterized as highly intermittent in nature due to meteorological conditions, while the domestic load also behaves in a quite uncertain manner. In this scenario, to maintain the balance between generation and load, the development of an intelligent and adaptive control algorithm has preoccupied power engineers and researchers. This paper proposes a Hermite wavelet embedded NeuroFuzzy indirect adaptive MPPT (maximum power point tracking) control of photovoltaic (PV) systems to extract maximum power and a Hermite wavelet incorporated NeuroFuzzy indirect adaptive control of Solid Oxide Fuel Cells (SOFC) to obtain a swift response in a grid-connected hybrid power system. A comprehensive simulation testbed for a grid-connected hybrid power system (wind turbine, PV cells, SOFC, electrolyzer, battery storage system, supercapacitor (SC), micro-turbine (MT) and domestic load) is developed in Matlab/Simulink. The robustness and superiority of the proposed indirect adaptive control paradigm are evaluated through simulation results in a grid-connected hybrid power system testbed by comparison with a conventional PI (proportional and integral) control system. The simulation results verify the effectiveness of the proposed control paradigm. PMID:28329015

Flight Measurements of the Effect of a Controllable Thrust Reverser on the Flight Characteristics of a Single-Engine Jet Airplane

NASA Technical Reports Server (NTRS)

Anderson, Seth B.; Cooper, George E.; Faye, Alan E., Jr.

1959-01-01

A flight investigation was undertaken to determine the effect of a fully controllable thrust reverser on the flight characteristics of a single-engine jet airplane. Tests were made using a cylindrical target-type reverser actuated by a hydraulic cylinder through a "beep-type" cockpit control mounted at the base of the throttle. The thrust reverser was evaluated as an in-flight decelerating device, as a flight path control and airspeed control in landing approach, and as a braking device during the ground roll. Full deflection of the reverser for one reverser configuration resulted in a reverse thrust ratio of as much as 85 percent, which at maximum engine power corresponded to a reversed thrust of 5100 pounds. Use of the reverser in landing approach made possible a wide selection of approach angles, a large reduction in approach speed at steep approach angles, improved control of flight path angle, and more accuracy in hitting a given touchdown point. The use of the reverser as a speed brake at lower airspeeds was compromised by a longitudinal trim change. At the lower airspeeds and higher engine powers there was insufficient elevator power to overcome the nose-down trim change at full reverser deflection.

The design of a turboshaft speed governor using modern control techniques

NASA Technical Reports Server (NTRS)

Delosreyes, G.; Gouchoe, D. R.

1986-01-01

The objectives of this program were: to verify the model of off schedule compressor variable geometry in the T700 turboshaft engine nonlinear model; to evaluate the use of the pseudo-random binary noise (PRBN) technique for obtaining engine frequency response data; and to design a high performance power turbine speed governor using modern control methods. Reduction of T700 engine test data generated at NASA-Lewis indicated that the off schedule variable geometry effects were accurate as modeled. Analysis also showed that the PRBN technique combined with the maximum likelihood model identification method produced a Bode frequency response that was as accurate as the response obtained from standard sinewave testing methods. The frequency response verified the accuracy of linear models consisting of engine partial derivatives and used for design. A power turbine governor was designed using the Linear Quadratic Regulator (LQR) method of full state feedback control. A Kalman filter observer was used to estimate helicopter main rotor blade velocity. Compared to the baseline T700 power turbine speed governor, the LQR governor reduced droop up to 25 percent for a 490 shaft horsepower transient in 0.1 sec simulating a wind gust, and up to 85 percent for a 700 shaft horsepower transient in 0.5 sec simulating a large collective pitch angle transient.

Testing and analysis of the impact on engine cycle parameters and control system modifications using hydrogen or methane as fuel in an industrial gas turbine

NASA Astrophysics Data System (ADS)

Funke, H. H.-W.; Keinz, J.; Börner, S.; Hendrick, P.; Elsing, R.

2016-07-01

The paper highlights the modification of the engine control software of the hydrogen (H2) converted gas turbine Auxiliary Power Unit (APU) GTCP 36-300 allowing safe and accurate methane (CH4) operation achieved without mechanical changes of the metering unit. The acceleration and deceleration characteristics of the engine controller from idle to maximum load are analyzed comparing H2 and CH4. Also, the paper presents the influence on the thermodynamic cycle of gas turbine resulting from the different fuels supported by a gas turbine cycle simulation of H2 and CH4 using the software GasTurb.

Low-cost directionally-solidified turbine blades, volume 2. [TFE731-3 turbofan engine

NASA Technical Reports Server (NTRS)

Dennis, R. E.; Hoppin, G. S., III; Hurst, L. G.

1979-01-01

An endothermically heated technology was used to manufacture low cost, directionally solidified, uncooled nickel-alloy blades for the TFE731-3 turbofan engine. The MAR-M 247 and MER-M 100+Hf blades were finish processed through heat treatment, machining, and coating operations prior to 150 hour engine tests consisting of the following sequences: (1) 50 hours of simulated cruise cycling (high fatigue evaluation); (2) 50 hours at the maximum continuous power rating (stress rupture endurance (low cycle fatigue). None of the blades visually showed any detrimental effects from the test. This was verified by post test metallurgical evaluation. The specific fuel consumption was reduced by 2.4% with the uncooled blades.

Integration of magnetic bearings in the design of advanced gas turbine engines

NASA Technical Reports Server (NTRS)

Storace, Albert F.; Sood, Devendra K.; Lyons, James P.; Preston, Mark A.

1994-01-01

Active magnetic bearings provide revolutionary advantages for gas turbine engine rotor support. These advantages include tremendously improved vibration and stability characteristics, reduced power loss, improved reliability, fault-tolerance, and greatly extended bearing service life. The marriage of these advantages with innovative structural network design and advanced materials utilization will permit major increases in thrust to weight performance and structural efficiency for future gas turbine engines. However, obtaining the maximum payoff requires two key ingredients. The first key ingredient is the use of modern magnetic bearing technologies such as innovative digital control techniques, high-density power electronics, high-density magnetic actuators, fault-tolerant system architecture, and electronic (sensorless) position estimation. This paper describes these technologies. The second key ingredient is to go beyond the simple replacement of rolling element bearings with magnetic bearings by incorporating magnetic bearings as an integral part of the overall engine design. This is analogous to the proper approach to designing with composites, whereby the designer tailors the geometry and load carrying function of the structural system or component for the composite instead of simply substituting composites in a design originally intended for metal material. This paper describes methodologies for the design integration of magnetic bearings in gas turbine engines.

Effect of air-entry angle on performance of a 2-stroke-cycle compression-ignition engine

NASA Technical Reports Server (NTRS)

Earle, Sherod L; Dutee, Francis J

1937-01-01

An investigation was made to determine the effect of variations in the horizontal and vertical air-entry angles on the performance characteristics of a single-cylinder 2-stroke-cycle compression-ignition test engine. Performance data were obtained over a wide range of engine speed, scavenging pressure, fuel quantity, and injection advance angle with the optimum guide vanes. Friction and blower-power curves are included for calculating the indicated and net performances. The optimum horizontal air-entry angle was found to be 60 degrees from the radial and the optimum vertical angle to be zero, under which conditions a maximum power output of 77 gross brake horsepower for a specific fuel consumption of 0.52 pound per brake horsepower-hour was obtained at 1,800 r.p.m. and 16-1/2 inches of Hg scavenging pressure. The corresponding specific output was 0.65 gross brake horsepower per cubic inch of piston displacement. Tests revealed that the optimum scavenging pressure increased linearly with engine speed. The brake mean effective pressure increased uniformly with air quantity per cycle for any given vane angle and was independent of engine speed and scavenging pressure.

Towards Integrated Pulse Detonation Propulsion and MHD Power

NASA Technical Reports Server (NTRS)

Litchford, Ron J.; Thompson, Bryan R.; Lineberry, John T.

1999-01-01

The interest in pulse detonation engines (PDE) arises primarily from the advantages that accrue from the significant combustion pressure rise that is developed in the detonation process. Conventional rocket engines, for example, must obtain all of their compression from the turbopumps, while the PDE provides additional compression in the combustor. Thus PDE's are expected to achieve higher I(sub sp) than conventional rocket engines and to require smaller turbopumps. The increase in I(sub sp) and the decrease in turbopump capacity must be traded off against each other. Additional advantages include the ability to vary thrust level by adjusting the firing rate rather than throttling the flow through injector elements. The common conclusion derived from these aggregated performance attributes is that PDEs should result in engines which are smaller, lower in cost, and lighter in weight than conventional engines. Unfortunately, the analysis of PDEs is highly complex due to their unsteady operation and non-ideal processes. Although the feasibility of the basic PDE concept has been proven in several experimental and theoretical efforts, the implied performance improvements have yet to be convincingly demonstrated. Also, there are certain developmental issues affecting the practical application of pulse detonation propulsion systems which are yet to be fully resolved. Practical detonation combustion engines, for example, require a repetitive cycle of charge induction, mixing, initiation/propagation of the detonation wave, and expulsion/scavenging of the combustion product gases. Clearly, the performance and power density of such a device depends upon the maximum rate at which this cycle can be successfully implemented. In addition, the electrical energy required for direct detonation initiation can be significant, and a means for direct electrical power production is needed to achieve self-sustained engine operation. This work addresses the technological issues associated with PDEs for integrated aerospace propulsion and MHD power. An effort is made to estimate the energy requirements for direct detonation initiation of potential fuel/oxidizer mixtures and to determine the electrical power requirements. This requirement is evaluated in terms of the possibility for MHD power generation using the combustion detonation wave. Small scale laboratory experiments were conducted using stoichiometric mixtures of acetylene and oxygen with an atomized spray of cesium hydroxide dissolved in alcohol as an ionization seed in the active MHD region. Time resolved thrust and MHD power generation measurements were performed. These results show that PDEs yield higher I(sub sp) levels than a comparable rocket engine and that MHD power generation is viable candidate for achieving self-excited engine operation.

Performance testing of collision-avoidance system for power wheelchairs.

PubMed

Lopresti, Edmund F; Sharma, Vinod; Simpson, Richard C; Mostowy, L Casimir

2011-01-01

The Drive-Safe System (DSS) is a collision-avoidance system for power wheelchairs designed to support people with mobility impairments who also have visual, upper-limb, or cognitive impairments. The DSS uses a distributed approach to provide an add-on, shared-control, navigation-assistance solution. In this project, the DSS was tested for engineering goals such as sensor coverage, maximum safe speed, maximum detection distance, and power consumption while the wheelchair was stationary or driven by an investigator. Results indicate that the DSS provided uniform, reliable sensor coverage around the wheelchair; detected obstacles as small as 3.2 mm at distances of at least 1.6 m; and attained a maximum safe speed of 4.2 km/h. The DSS can drive reliably as close as 15.2 cm from a wall, traverse doorways as narrow as 81.3 cm without interrupting forward movement, and reduce wheelchair battery life by only 3%. These results have implications for a practical system to support safe, independent mobility for veterans who acquire multiple disabilities during Active Duty or later in life. These tests indicate that a system utilizing relatively low cost ultrasound, infrared, and force sensors can effectively detect obstacles in the vicinity of a wheelchair.

14 CFR 23.157 - Rate of roll.

Code of Federal Regulations, 2010 CFR

2010-01-01

... drag position, and the other engines at maximum takeoff power; and (4) The airplane trimmed at a speed equal to the greater of 1.2 VS1 or 1.1 VMC, or as nearly as possible in trim for straight flight. (c... approach; and (4) The airplane trimmed at VREF. [Amdt. 23-14, 38 FR 31819, Nov. 19, 1973, as amended by...

14 CFR 23.157 - Rate of roll.

Code of Federal Regulations, 2011 CFR

2011-01-01

... drag position, and the other engines at maximum takeoff power; and (4) The airplane trimmed at a speed equal to the greater of 1.2 VS1 or 1.1 VMC, or as nearly as possible in trim for straight flight. (c... approach; and (4) The airplane trimmed at VREF. [Amdt. 23-14, 38 FR 31819, Nov. 19, 1973, as amended by...

MH-53J/M Pave Low III/IV Systems Engineering. Case Study

DTIC Science & Technology

2010-01-01

53H Black Knight ............................................................................................. 15 Figure 10. General Dynamics YF-16...boundary was defined; • they used disciplined methodologies for complex systems ; • human systems integration was accomplished; • problem solving ...wartime) • Power plant: 2× General Electric T64-GE-100 turboshaft, 4,330 shaft horsepower ( shp ) each Performance • Maximum speed: 170 knots (196

Silicon Carbide Defect Qubits/Quantum Memory with Field-Tuning: OSD Quantum Science and Engineering Program (QSEP)

DTIC Science & Technology

2017-08-01

accessories for mounting e. Laser power supply f. TEC power supply 12. Optical filters from SEMROCK ®, THORLABS Inc., EDMUND OPTICS® a. 532-nm, laser...line filter ( SEMROCK ®) b. 550-nm, hard-coated, short-pass filter (THORLABS Inc.) c. 532-nm long-pass filter ( SEMROCK ®) d. 808-nm laser-line filter... SEMROCK ®) e. 850-nm /10-nm full width at half maximum (FWHM) bandpass filter ( SEMROCK ®) f. 980-nm bandpass filter ( SEMROCK ®) g. 976-nm laser-line

An Investigation of a Thermal Ice-Prevention System for a C-40 Cargo Airplane. 1 - Analysis of the Thermal Design for Wings, Empennage and Windshield

DTIC Science & Technology

1945-02-01

flights wore made at a nreesure alt engine- power setting to approximate plane, and the pressure dlstrlbutlo stations of the wing and the horlso...allowed to reach equilibrium, photographed to record the readings ar thermal ice-croventIon satisfactory assumed de- ngine power for maximum 000 feet...boundary-layer thickness, feet X constant dependent on shape of boundary-layer velocity profile •pP» 5 ! _,’ -55 - •* •• —« ’ . "T^nsea ’A

Thermoelectric properties of an interacting quantum dot based heat engine

NASA Astrophysics Data System (ADS)

Erdman, Paolo Andrea; Mazza, Francesco; Bosisio, Riccardo; Benenti, Giuliano; Fazio, Rosario; Taddei, Fabio

2017-06-01

We study the thermoelectric properties and heat-to-work conversion performance of an interacting, multilevel quantum dot (QD) weakly coupled to electronic reservoirs. We focus on the sequential tunneling regime. The dynamics of the charge in the QD is studied by means of master equations for the probabilities of occupation. From here we compute the charge and heat currents in the linear response regime. Assuming a generic multiterminal setup, and for low temperatures (quantum limit), we obtain analytical expressions for the transport coefficients which account for the interplay between interactions (charging energy) and level quantization. In the case of systems with two and three terminals we derive formulas for the power factor Q and the figure of merit Z T for a QD-based heat engine, identifying optimal working conditions which maximize output power and efficiency of heat-to-work conversion. Beyond the linear response we concentrate on the two-terminal setup. We first study the thermoelectric nonlinear coefficients assessing the consequences of large temperature and voltage biases, focusing on the breakdown of the Onsager reciprocal relation between thermopower and Peltier coefficient. We then investigate the conditions which optimize the performance of a heat engine, finding that in the quantum limit output power and efficiency at maximum power can almost be simultaneously maximized by choosing appropriate values of electrochemical potential and bias voltage. At last we study how energy level degeneracy can increase the output power.

Laser High-Cycle Thermal Fatigue of Pulse Detonation Engine Combustor Materials Tested

NASA Technical Reports Server (NTRS)

Zhu, Dong-Ming; Fox, Dennis S.; Miller, Robert A.

2001-01-01

Pulse detonation engines (PDE's) have received increasing attention for future aerospace propulsion applications. Because the PDE is designed for a high-frequency, intermittent detonation combustion process, extremely high gas temperatures and pressures can be realized under the nearly constant-volume combustion environment. The PDE's can potentially achieve higher thermodynamic cycle efficiency and thrust density in comparison to traditional constant-pressure combustion gas turbine engines (ref. 1). However, the development of these engines requires robust design of the engine components that must endure harsh detonation environments. In particular, the detonation combustor chamber, which is designed to sustain and confine the detonation combustion process, will experience high pressure and temperature pulses with very short durations (refs. 2 and 3). Therefore, it is of great importance to evaluate PDE combustor materials and components under simulated engine temperatures and stress conditions in the laboratory. In this study, a high-cycle thermal fatigue test rig was established at the NASA Glenn Research Center using a 1.5-kW CO2 laser. The high-power laser, operating in the pulsed mode, can be controlled at various pulse energy levels and waveform distributions. The enhanced laser pulses can be used to mimic the time-dependent temperature and pressure waves encountered in a pulsed detonation engine. Under the enhanced laser pulse condition, a maximum 7.5-kW peak power with a duration of approximately 0.1 to 0.2 msec (a spike) can be achieved, followed by a plateau region that has about one-fifth of the maximum power level with several milliseconds duration. The laser thermal fatigue rig has also been developed to adopt flat and rotating tubular specimen configurations for the simulated engine tests. More sophisticated laser optic systems can be used to simulate the spatial distributions of the temperature and shock waves in the engine. Pulse laser high-cycle thermal fatigue behavior has been investigated on a flat Haynes 188 alloy specimen, under the test condition of 30-Hz cycle frequency (33-msec pulse period and 10-msec pulse width including a 0.2-msec pulse spike; ref. 4). Temperature distributions were calculated with one-dimensional finite difference models. The calculations show that that the 0.2-msec pulse spike can cause an additional 40 C temperature fluctuation with an interaction depth of 0.08 mm near the specimen surface region. This temperature swing will be superimposed onto the temperature swing of 80 C that is induced by the 10-msec laser pulse near the 0.53-mm-deep surface interaction region.

Reversible solid oxide fuel cell for natural gas/renewable hybrid power generation systems

NASA Astrophysics Data System (ADS)

Luo, Yu; Shi, Yixiang; Zheng, Yi; Cai, Ningsheng

2017-02-01

Renewable energy (RE) is expected to be the major part of the future energy. Presently, the intermittence and fluctuation of RE lead to the limitation of its penetration. Reversible solid oxide fuel cell (RSOFC) as the energy storage device can effectively store the renewable energy and build a bidirectional connection with natural gas (NG). In this paper, the energy storage strategy was designed to improve the RE penetration and dynamic operation stability in a distributed system coupling wind generators, internal combustion engine, RSOFC and lithium-ion batteries. By compromising the relative deviation of power supply and demand, RE penetration, system efficiency and capacity requirement, the strategy that no more than 36% of the maximum wind power output is directly supplied to users and the other is stored by the combination of battery and reversible solid oxide fuel cell is optimal for the distributed system. In the case, the RE penetration reached 56.9% and the system efficiency reached 55.2%. The maximum relative deviation of power supply and demand is also lower than 4%, which is significantly superior to that in the wind curtailment case.

14 CFR 23.1521 - Powerplant limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... reciprocating engines); (3) The maximum allowable gas temperature (for turbine engines); (4) The time limit for... maximum allowable gas temperature (for turbine engines); and (4) The maximum allowable cylinder head, oil... reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less...

14 CFR 23.1521 - Powerplant limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... reciprocating engines); (3) The maximum allowable gas temperature (for turbine engines); (4) The time limit for... maximum allowable gas temperature (for turbine engines); and (4) The maximum allowable cylinder head, oil... reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less...

14 CFR 23.1521 - Powerplant limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... reciprocating engines); (3) The maximum allowable gas temperature (for turbine engines); (4) The time limit for... maximum allowable gas temperature (for turbine engines); and (4) The maximum allowable cylinder head, oil... reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less...

14 CFR 23.1521 - Powerplant limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... reciprocating engines); (3) The maximum allowable gas temperature (for turbine engines); (4) The time limit for... maximum allowable gas temperature (for turbine engines); and (4) The maximum allowable cylinder head, oil... reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less...

14 CFR 23.1521 - Powerplant limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... reciprocating engines); (3) The maximum allowable gas temperature (for turbine engines); (4) The time limit for... maximum allowable gas temperature (for turbine engines); and (4) The maximum allowable cylinder head, oil... reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less...

The History and Promise of Combined Cycle Engines for Access to Space Applications

NASA Technical Reports Server (NTRS)

Clark, Casie

2010-01-01

For the summer of 2010, I have been working in the Aerodynamics and Propulsion Branch at NASA Dryden Flight Research Center studying combined-cycle engines, a high speed propulsion concept. Combined cycle engines integrate multiple propulsion systems into a single engine capable of running in multiple modes. These different modes allow the engine to be extremely versatile and efficient in varied flight conditions. The two most common types of combined cycle engines are Rocket-Based Combined Cycle (RBCC) and Turbine Based Combined Cycle (TBCC). The RBCC essentially combines a rocket and ramjet engine, while the TBCC integrates a turbojet and ramjet1. These two engines are able to switch between different propulsion modes to achieve maximum performance. Extensive conceptual and ground test studies of RBCC engines have been undertaken; however, an RBCC engine has never, to my knowledge, been demonstrated in flight. RBCC engines are of particular interest because they could potentially power a reusable launch vehicle (RLV) into space. The TBCC has been flight tested and shown to be effective at reaching supersonic speeds, most notably in the SR-71 Blackbird2.

Method and graphs for the evaluation of air-induction systems

NASA Technical Reports Server (NTRS)

Brajnikoff, George B

1953-01-01

Graphs have been developed for rapid evaluation of air-induction systems from considerations of their aerodynamic-performance parameters in combination with power-plant characteristics. The graphs cover the range of supersonic Mach numbers to 3.0. Examples are presented for an air-induction system and engine combination of two Mach numbers and two altitudes in order to illustrate the method and application of the graphs. The examples show that jet-engine characteristics impose restrictions on the use of fixed inlets if the maximum net thrusts are to be realized at all flight conditions. (author)

LPG gaseous phase electronic port injection on performance, emission and combustion characteristics of Lean Burn SI Engine

NASA Astrophysics Data System (ADS)

Bhasker J, Pradeep; E, Porpatham

2016-08-01

Gaseous fuels have always been established as an assuring way to lessen emissions in Spark Ignition engines. In particular, LPG resolved to be an affirmative fuel for SI engines because of their efficient combustion properties, lower emissions and higher knock resistance. This paper investigates performance, emission and combustion characteristics of a microcontroller based electronic LPG gaseous phase port injection system. Experiments were carried out in a single cylinder diesel engine altered to behave as SI engine with LPG as fuel at a compression ratio of 10.5:1. The engine was regulated at 1500 rpm at a throttle position of 20% at diverse equivalence ratios. The test results were compared with that of the carburetion system. The results showed that there was an increase in brake power output and brake thermal efficiency with LPG gas phase injection. There was an appreciable extension in the lean limit of operation and maximum brake power output under lean conditions. LPG injection technique significantly reduces hydrocarbon and carbon monoxide emissions. Also, it extremely enhances the rate of combustion and helps in extending the lean limit of LPG. There was a minimal increase of NOx emissions over the lean operating range due to higher temperature. On the whole it is concluded that port injection of LPG is best suitable in terms of performance and emission for LPG fuelled lean burn SI engine.

Testing of Twin Linear Aerospike XRS-2200 Engine

NASA Technical Reports Server (NTRS)

2001-01-01

The test of twin Linear Aerospike XRS-2200 engines, originally built for the X-33 program, was performed on August 6, 2001 at NASA's Sternis Space Center, Mississippi. The engines were fired for the planned 90 seconds and reached a planned maximum power of 85 percent. NASA's Second Generation Reusable Launch Vehicle Program , also known as the Space Launch Initiative (SLI), is making advances in propulsion technology with this third and final successful engine hot fire, designed to test electro-mechanical actuators. Information learned from this hot fire test series about new electro-mechanical actuator technology, which controls the flow of propellants in rocket engines, could provide key advancements for the propulsion systems for future spacecraft. The Second Generation Reusable Launch Vehicle Program, led by NASA's Marshall Space Flight Center in Huntsville, Alabama, is a technology development program designed to increase safety and reliability while reducing costs for space travel. The X-33 program was cancelled in March 2001.

Working Characteristics of Variable Intake Valve in Compressed Air Engine

PubMed Central

Yu, Qihui; Shi, Yan; Cai, Maolin

2014-01-01

A new camless compressed air engine is proposed, which can make the compressed air energy reasonably distributed. Through analysis of the camless compressed air engine, a mathematical model of the working processes was set up. Using the software MATLAB/Simulink for simulation, the pressure, temperature, and air mass of the cylinder were obtained. In order to verify the accuracy of the mathematical model, the experiments were conducted. Moreover, performance analysis was introduced to design compressed air engine. Results show that, firstly, the simulation results have good consistency with the experimental results. Secondly, under different intake pressures, the highest output power is obtained when the crank speed reaches 500 rpm, which also provides the maximum output torque. Finally, higher energy utilization efficiency can be obtained at the lower speed, intake pressure, and valve duration angle. This research can refer to the design of the camless valve of compressed air engine. PMID:25379536

Working characteristics of variable intake valve in compressed air engine.

PubMed

Yu, Qihui; Shi, Yan; Cai, Maolin

2014-01-01

A new camless compressed air engine is proposed, which can make the compressed air energy reasonably distributed. Through analysis of the camless compressed air engine, a mathematical model of the working processes was set up. Using the software MATLAB/Simulink for simulation, the pressure, temperature, and air mass of the cylinder were obtained. In order to verify the accuracy of the mathematical model, the experiments were conducted. Moreover, performance analysis was introduced to design compressed air engine. Results show that, firstly, the simulation results have good consistency with the experimental results. Secondly, under different intake pressures, the highest output power is obtained when the crank speed reaches 500 rpm, which also provides the maximum output torque. Finally, higher energy utilization efficiency can be obtained at the lower speed, intake pressure, and valve duration angle. This research can refer to the design of the camless valve of compressed air engine.

Real-time Simulation of Turboprop Engine Control System

NASA Astrophysics Data System (ADS)

Sheng, Hanlin; Zhang, Tianhong; Zhang, Yi

2017-05-01

On account of the complexity of turboprop engine control system, real-time simulation is the technology, under the prerequisite of maintaining real-time, to effectively reduce development cost, shorten development cycle and avert testing risks. The paper takes RT-LAB as a platform and studies the real-time digital simulation of turboprop engine control system. The architecture, work principles and external interfaces of RT-LAB real-time simulation platform are introduced firstly. Then based on a turboprop engine model, the control laws of propeller control loop and fuel control loop are studied. From that and on the basis of Matlab/Simulink, an integrated controller is designed which can realize the entire process control of the engine from start-up to maximum power till stop. At the end, on the basis of RT-LAB platform, the real-time digital simulation of the designed control system is studied, different regulating plans are tried and more ideal control effects have been obtained.

40 CFR 60.4236 - What is the deadline for importing or installing stationary SI ICE produced in previous model years?

Code of Federal Regulations, 2014 CFR

2014-07-01

... installing stationary SI ICE produced in previous model years? 60.4236 Section 60.4236 Protection of... installing stationary SI ICE produced in previous model years? (a) After July 1, 2010, owners and operators may not install stationary SI ICE with a maximum engine power of less than 500 HP that do not meet the...

40 CFR 60.4236 - What is the deadline for importing or installing stationary SI ICE produced in the previous model...

Code of Federal Regulations, 2011 CFR

2011-07-01

... installing stationary SI ICE produced in the previous model year? 60.4236 Section 60.4236 Protection of... installing stationary SI ICE produced in the previous model year? (a) After July 1, 2010, owners and operators may not install stationary SI ICE with a maximum engine power of less than 500 HP that do not meet...

40 CFR 60.4236 - What is the deadline for importing or installing stationary SI ICE produced in previous model years?

Code of Federal Regulations, 2012 CFR

2012-07-01

... installing stationary SI ICE produced in previous model years? 60.4236 Section 60.4236 Protection of... installing stationary SI ICE produced in previous model years? (a) After July 1, 2010, owners and operators may not install stationary SI ICE with a maximum engine power of less than 500 HP that do not meet the...

40 CFR 60.4236 - What is the deadline for importing or installing stationary SI ICE produced in the previous model...

Code of Federal Regulations, 2010 CFR

2010-07-01

... installing stationary SI ICE produced in the previous model year? 60.4236 Section 60.4236 Protection of... installing stationary SI ICE produced in the previous model year? (a) After July 1, 2010, owners and operators may not install stationary SI ICE with a maximum engine power of less than 500 HP that do not meet...

40 CFR 60.4236 - What is the deadline for importing or installing stationary SI ICE produced in previous model years?

Code of Federal Regulations, 2013 CFR

2013-07-01

... installing stationary SI ICE produced in previous model years? 60.4236 Section 60.4236 Protection of... installing stationary SI ICE produced in previous model years? (a) After July 1, 2010, owners and operators may not install stationary SI ICE with a maximum engine power of less than 500 HP that do not meet the...

A Principled Approach to Managing Routing in Large ISP Networks

DTIC Science & Technology

2009-06-01

giving me valuable feedback on my work . v I owe a special thank you to Ioannis Avramopoulos, Eric Keller, Brian Biskeborn and Michael Schapira for their...Future Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 5.3.1 Using Morpheus and VROOM to Handle Traffic Engineering . . . . . . . 124...when working at maximum capacity [17]. We argue that, with VROOM , the variations in daily traffic volume can be exploited to reduce power consumption

Load-Dependent Emission Factors and Chemical Characteristics of IVOCs from a Medium-Duty Diesel Engine.

PubMed

Cross, Eben S; Sappok, Alexander G; Wong, Victor W; Kroll, Jesse H

2015-11-17

A detailed understanding of the climate and air quality impacts of mobile-source emissions requires the characterization of intermediate-volatility organic compounds (IVOCs), relatively-low-vapor-pressure gas-phase species that may generate secondary organic aerosol with high yields. Due to challenges associated with IVOC detection and quantification, IVOC emissions remain poorly understood at present. Here, we describe measurements of the magnitude and composition of IVOC emissions from a medium-duty diesel engine. Measurements are made on an engine dynamometer and utilize a new mass-spectrometric instrument to characterize the load dependence of the emissions in near-real-time. Results from steady-state engine operation indicate that IVOC emissions are highly dependent on engine power, with highest emissions at engine idle and low-load operation (≤25% maximum rated power) with a chemical composition dominated by saturated hydrocarbon species. Results suggest that unburned fuel components are the dominant IVOCs emitted at low loads. As engine load increases, IVOC emissions decline rapidly and become increasingly characterized by unsaturated hydrocarbons and oxygenated organics, newly formed from incomplete combustion processes at elevated engine temperatures and pressures. Engine transients, including a cold-start ignition and engine acceleration, show IVOC emission profiles that are different in amount or composition compared to steady-state combustion, underscoring the utility of characterizing IVOC emissions with high time resolution across realistic engine operating conditions. We find possible evidence for IVOC losses on unheated dilution and sampling surfaces, which need to be carefully accounted for in IVOC emission studies.

Auto Drain Valve Water Separator inside the Unit of Komatsu HD 465-7R

NASA Astrophysics Data System (ADS)

Manurung, V. A. T.; Joko W, Y. T.; Poetra, R. I.

2018-02-01

Water separator is a component that separate water from fuel, so the circulating fuel in the fuel system is not contaminated by water. If there is water inside the water separator, it will be carried by into the fuel system and then impacting to the engine performance. It’s such as lowering engine power because the fuel filter is clogged due to the fuel mix with water. Then the real danger is in case of the fuel mixes with the water. It will damage the fuel system components such as blockage of injectors due to corrosion and wear of fuel supply pump. As informed from daily maintenance record data, we have found that the low power engine trouble was caused by the fuel filter that was clogged high enough. Using the fishbone analysis, we got the main problem is there was water in the fuel separator at maximum level and did not discharge. In this condition, it is need optional device to automatically discharge the water from the water separator while maximum level reached, so the operator does not need to drain the water manually. The operator will be warned by buzzing active alarm and flashing caution lamp inside the cabin. By this method, the potential risk of mix up water with fuel would be avoided and the loss of others component failure would be mostly avoided. By using this tool, we can save net quality income around IDR (Indonesia Rupiah) 11,673,519,800.

Progress report Idaho on-road test with vegetable oil as a diesel fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Reece, D.; Peterson, C.L.

1993-12-31

Biodiesel is among many biofuels being considered in the US for alternative fueled vehicles. The use of this fuel can reduce US dependence on imported oil and help improve air quality by reducing gaseous and particulate emissions. Researchers at the Department of Agricultural Engineering at the University of Idaho have pioneered rapeseed oil as a diesel fuel substitute. Although UI has conducted many laboratory and tractor tests using raw rapeseed oil and rape methyl ester (RME), these fuels have not been proven viable for on-road applications. A biodiesel demonstration project has been launched to show the use of biodiesel inmore » on-road vehicles. Two diesel powered pickups are being tested on 20 percent biodiesel and 80 percent diesel. One is a Dodge 3/4-ton pickup powered by a Cummins 5.9 liter turbocharged and intercooled engine. This engine is direct injected and is being run on 20 percent RME and 80 percent diesel. The other pickup is a Ford, powered by a Navistar 7.3 liter, naturally aspirated engine. This engine has a precombustion chamber and is being operated on 20 percent raw rapeseed oil and 80 percent diesel. The engines themselves are unmodified, but modifications have been made to the vehicles for the convenience of the test. In order to give maximum vehicle range, fuel mixing is done on-board. Two tanks are provided, one for the diesel and one for the biodiesel. Electric fuel pumps supply fuel to a combining chamber for correct proportioning. The biodiesel fuel tanks are heated with a heat exchanger which utilizes engine coolant circulation.« less

In-flight thrust determination on a real-time basis

NASA Technical Reports Server (NTRS)

Ray, R. J.; Carpenter, T.; Sandlin, T.

1984-01-01

A real time computer program was implemented on a F-15 jet fighter to monitor in-flight engine performance of a Digital Electronic Engine Controlled (DEES) F-100 engine. The application of two gas generator methods to calculate in-flight thrust real time is described. A comparison was made between the actual results and those predicted by an engine model simulation. The percent difference between the two methods was compared to the predicted uncertainty based on instrumentation and model uncertainty and agreed closely with the results found during altitude facility testing. Data was obtained from acceleration runs of various altitudes at maximum power settings with and without afterburner. Real time in-flight thrust measurement was a major advancement to flight test productivity and was accomplished with no loss in accuracy over previous post flight methods.

Analysis and experimental investigation of ceramic powder coating on aluminium piston

NASA Astrophysics Data System (ADS)

Pal, S.; Deore, A.; Choudhary, A.; Madhwani, V.; Vijapuri, D.

2017-11-01

Energy conservation and efficiency have always been the quest of engineers concerned with internal combustion engines. The diesel engine generally offers better fuel economy than its counterpart petrol engine. Even the diesel engine rejects about two thirds of the heat energy of the fuel, one-third to the coolant, and one third to the exhaust, leaving only about one-third as useful power output. Theoretically if the heat rejected could be reduced, then the thermal efficiency would be improved, at least up to the limit set by the second law of thermodynamics. Low Heat Rejection engines aim to do this by reducing the heat lost to the coolant. Thermal Barrier Coatings (TBCs) in diesel engines lead to advantages including higher power density, fuel efficiency, and multifuel capacity due to higher combustion chamber temperature. Using TBC can increase engine power by 8%, decrease the specific fuel consumption by 15-20% and increase the exhaust gas temperature by 200K. Although several systems have been used as TBC for different purposes, yttria stabilized zirconia with 7-8 wt.% yttria has received the most attention. Several factors playing important role in TBC life include thermal conductivity, thermo chemical stability at the service temperature, high thermo mechanical stability to the maximum service temperature and thermal expansion coefficient (TEC). This work mainly concentrates on the behaviour of three TBC powders under the same diesel engine conditions. This work finds out the best powder among yttria, alumina and zirconia to be used as a piston coating material i.e., the one resulting in lowest heat flux and low side skirt and bottom temperature has been chosen for the coating purpose. This work then analyses the coated sample for its surface properties such as hardness, roughness, corrosion resistance and microstructural study. This work aims at making it easier for the manufacturers choose the coating material for engine coating purposes and surface properties for operating them in their service period.

CECE: Expanding the Envelope of Deep Throttling Technology in Liquid Oxygen/Liquid Hydrogen Rocket Engines for NASA Exploration Missions

NASA Technical Reports Server (NTRS)

Giuliano, Victor J.; Leonard, Timothy G.; Lyda, Randy T.; Kim, Tony S.

2010-01-01

As one of the first technology development programs awarded by NASA under the Vision for Space Exploration, the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic engine supporting ongoing trade studies for NASA s Lunar Lander descent stage. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the PWR RL10, to develop and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in high-energy, cryogenic, in-space propulsion. The testbed selected for the deep throttling demonstration phases of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. Four series of demonstrator engine tests have been successfully completed between April 2006 and April 2010, accumulating 7,436 seconds of hot fire time over 47 separate tests. While the first two test series explored low power combustion (chug) and system instabilities, the third test series investigated and was ultimately successful in demonstrating several mitigating technologies for these instabilities and achieved a stable throttling ratio of 13:1. The fourth test series significantly expanded the engine s operability envelope by successfully demonstrating a closed-loop control system and extensive transient modeling to enable lower power engine starting, faster throttle ramp rates, and mission-specific ignition testing. The final hot fire test demonstrated a chug-free, minimum power level of 5.9%, corresponding to an overall 17.6:1 throttling ratio achieved. In total, these tests have provided an early technology demonstration of an enabling cryogenic propulsion concept with invaluable system-level technology data acquisition toward design and development risk mitigation for future lander descent main engines.

Windage Power Loss in Gas Foil Bearings and the Rotor-Stator Clearance of High Speed Generators Operating in High Pressure Environments

NASA Technical Reports Server (NTRS)

Bruckner, Robert J.

2009-01-01

Closed Brayton Cycle (CBC) and Closed Supercritical Cycle (CSC) engines are prime candidates to convert heat from a reactor into electric power for robotic space exploration and habitation. These engine concepts incorporate a permanent magnet starter/generator mounted on the engine shaft along with the requisite turbomachinery. Successful completion of the long-duration missions currently anticipated for these engines will require designs that adequately address all losses within the machine. The preliminary thermal management concept for these engine types is to use the cycle working fluid to provide the required cooling. In addition to providing cooling, the working fluid will also serve as the bearing lubricant. Additional requirements, due to the unique application of these microturbines, are zero contamination of the working fluid and entirely maintenance-free operation for many years. Losses in the gas foil bearings and within the rotor-stator gap of the generator become increasingly important as both rotational speed and mean operating pressure are increased. This paper presents the results of an experimental study, which obtained direct torque measurements on gas foil bearings and generator rotor-stator gaps. Test conditions for these measurements included rotational speeds up to 42,000 revolutions per minute, pressures up to 45 atmospheres, and test gases of nitrogen, helium, and carbon dioxide. These conditions provided a maximum test Taylor number of nearly one million. The results show an exponential rise in power loss as mean operating density is increased for both the gas foil bearing and generator windage. These typical "secondary" losses can become larger than the total system output power if conventional design paradigms are followed. A nondimensional analysis is presented to extend the experimental results into the CSC range for the generator windage.

All-regime combined-cycle plant: Engineering solutions

NASA Astrophysics Data System (ADS)

Berezinets, P. A.; Tumanovskii, G. G.; Tereshina, G. E.; Krylova, I. N.; Markina, V. N.; Migun, E. N.

2016-12-01

The development of distributed power generation systems as a supplement to the centralized unified power grid increases the operational stability and efficiency of the entire power generation industry and improves the power supply to consumers. An all-regime cogeneration combined-cycle plant with a power of 20-25 mW (PGU-20/25T) and an electrical efficiency above 50% has been developed at the All-Russia Thermal Engineering Institute (ATEI) as a distributed power generation object. The PGU-20/25T two-circuit cogeneration plant provides a wide electrical and thermal power adjustment range and the absence of the mutual effect of electrical and thermal power output regimes at controlled frequency and power in a unified or isolated grid. The PGU-20/25T combined-cycle plant incorporates a gas-turbine unit (GTU) with a power of 16 MW, a heat recovery boiler (HRB) with two burners (before the boiler and the last heating stage), and a cogeneration steam turbine with a power of 6/9 MW. The PGU-20/25T plant has a maximum electrical power of 22 MW and an efficiency of 50.8% in the heat recovery regime and a maximum thermal power output of 16.3 MW (14 Gcal/h) in the cogeneration regime. The use of burners can increase the electrical power to 25 MW in the steam condensation regime at an efficiency of 49% and the maximum thermal power output to 29.5 MW (25.4 Gcal/h). When the steam turbine is shut down, the thermal power output can grow to 32.6 MW (28 Gcal/h). The innovative equipment, which was specially developed for PGU-20/25T, improves the reliability of this plant and simplifies its operation. Among this equipment are microflame burners in the heat recovery boiler, a vacuum system based on liquid-ring pumps, and a vacuum deaerator. To enable the application of PGU-20/25T in water-stressed regions, an air condenser preventing the heat-transfer tubes from the risk of covering with ice during operation in frost air has been developed. The vacuum system eliminates the need for an extraneous source of steam for the startup of the PGU-20/25T plant. The vacuum deaerator provides prestartup deaeration and the filling of the entire condensate feed pipeline with deaerated water and also enables the maintenance of the water temperature before the boiler at a level of no lower than 60°C and the oxygen content at a level of no higher than 10 μg/L during operation under load. The microflame burners in the heat recovery boiler enable the independent adjustment of the electrical power and the thermal power output from the PGU-20/25T plant. All the innovative equipment has been tested on experimental prototypes.

A Fast-Evolving, Luminous Transient Discovered by K2/Kepler

NASA Astrophysics Data System (ADS)

Rest, Armin; Garnavich, Peter; Khatami, David; Kasen, Daniel; Tucker, Brad; Shaya, Edward; Olling, Robert; Mushotzky, Richard; Zenteno, Alfredo; Margheim, Steven; Strampelli, Giovanni Maria; James, David; Smith, Chris; Forster, Francisco; Villar, Ashley

2018-01-01

For decades optical time-domain searches have been tuned to find ordinary supernovae, which rise and fall in brightness over a period of weeks. Recently, supernova searches have improved their cadences and a handful of fast-evolving luminous transients (FELTs) have been identified. FELTs have peak luminosities comparable to type Ia supernovae, but rise to maximum in <10 days and fade from view in <30 days. Here we present the most extreme example of this class thus far, KSN2015K, with a rise time of only 2.2 days and a time above half-maximum of only 6.8 days. Possible energy sources for KSN2015K are the decay of radioactive elements, a central engine powered by accretion/magnetic fields, or hydrodynamic shock. We show that KSN2015K's luminosity makes it unlikely to be powered by radioactive isotopes, and we find that the shock breakout into a dense wind most likely energized the transient.

A graphic approach to include dissipative-like effects in reversible thermal cycles

NASA Astrophysics Data System (ADS)

Gonzalez-Ayala, Julian; Arias-Hernandez, Luis Antonio; Angulo-Brown, Fernando

2017-05-01

Since the decade of 1980's, a connection between a family of maximum-work reversible thermal cycles and maximum-power finite-time endoreversible cycles has been established. The endoreversible cycles produce entropy at their couplings with the external heat baths. Thus, this kind of cycles can be optimized under criteria of merit that involve entropy production terms. Meanwhile the relation between the concept of work and power is quite direct, apparently, the finite-time objective functions involving entropy production have not reversible counterparts. In the present paper we show that it is also possible to establish a connection between irreversible cycle models and reversible ones by means of the concept of "geometric dissipation", which has to do with the equivalent role of a deficit of areas between some reversible cycles and the Carnot cycle and actual dissipative terms in a Curzon-Ahlborn engine.

Characterization of particulate matter and gaseous emissions of a C-130H aircraft.

PubMed

Corporan, Edwin; Quick, Adam; DeWitt, Matthew J

2008-04-01

The gaseous and nonvolatile particulate matter (PM) emissions of two T56-A-15 turboprop engines of a C-130H aircraft stationed at the 123rd Airlift Wing in the Kentucky Air National Guard were characterized. The emissions campaign supports the Strategic Environmental Research and Development Program (SERDP) project WP-1401 to determine emissions factors from military aircraft. The purpose of the project is to develop a comprehensive emissions measurement program using both conventional and advanced techniques to determine emissions factors of pollutants, and to investigate the spatial and temporal evolutions of the exhaust plumes from fixed and rotating wing military aircraft. Standard practices for the measurement of gaseous emissions from aircraft have been well established; however, there is no certified methodology for the measurement of aircraft PM emissions. In this study, several conventional instruments were used to physically characterize and quantify the PM emissions from the two turboprop engines. Emissions samples were extracted from the engine exit plane and transported to the analytical instrumentation via heated lines. Multiple sampling probes were used to assess the spatial variation and obtain a representative average of the engine emissions. Particle concentrations, size distributions, and mass emissions were measured using commercially available aerosol instruments. Engine smoke numbers were determined using established Society of Automotive Engineers (SAE) practices, and gaseous species were quantified via a Fourier-transform infrared-based gas analyzer. The engines were tested at five power settings, from idle to take-off power, to cover a wide range of operating conditions. Average corrected particle numbers (PNs) of (6.4-14.3) x 10(7) particles per cm3 and PN emission indices (EI) from 3.5 x 10(15) to 10.0 x 10(15) particles per kg-fuel were observed. The highest PN EI were observed for the idle power conditions. The mean particle diameter varied between 50 nm at idle to 70 nm at maximum engine power. PM mass EI ranged from 1.6 to 3.5 g/kg-fuel for the conditions tested, which are in agreement with previous T56 engine measurements using other techniques. Additional PM data, smoke numbers, and gaseous emissions will be presented and discussed.

Neural Modeling of Fuzzy Controllers for Maximum Power Point Tracking in Photovoltaic Energy Systems

NASA Astrophysics Data System (ADS)

Lopez-Guede, Jose Manuel; Ramos-Hernanz, Josean; Altın, Necmi; Ozdemir, Saban; Kurt, Erol; Azkune, Gorka

2018-06-01

One field in which electronic materials have an important role is energy generation, especially within the scope of photovoltaic energy. This paper deals with one of the most relevant enabling technologies within that scope, i.e, the algorithms for maximum power point tracking implemented in the direct current to direct current converters and its modeling through artificial neural networks (ANNs). More specifically, as a proof of concept, we have addressed the problem of modeling a fuzzy logic controller that has shown its performance in previous works, and more specifically the dimensionless duty cycle signal that controls a quadratic boost converter. We achieved a very accurate model since the obtained medium squared error is 3.47 × 10-6, the maximum error is 16.32 × 10-3 and the regression coefficient R is 0.99992, all for the test dataset. This neural implementation has obvious advantages such as a higher fault tolerance and a simpler implementation, dispensing with all the complex elements needed to run a fuzzy controller (fuzzifier, defuzzifier, inference engine and knowledge base) because, ultimately, ANNs are sums and products.

Thrust and pumping characteristics of cylindrical ejectors using afterburning turbojet gas generator

NASA Technical Reports Server (NTRS)

Samanich, N. E.; Huntley, S. C.

1969-01-01

Static tests of cylindrical ejectors having ejector to primary diameter ratios from 1.1 to 1.6 and ejector length to primary nozzle diameter ratios from 0.9 to 2.1 are reported. Power setting of the J85-13 turbojet engine was varied from part power to maximum afterburning. Corrected secondary weight flow ratio was varied from 0.02 to 0.08 over a range of exhaust nozzle pressure ratios from 2.0 to 9.0. Secondary flow temperature rise and pressure drop characteristics through the nacelle secondary flow passage were also obtained.

Enhanced Shewanella biofilm promotes bioelectricity generation.

PubMed

Liu, Ting; Yu, Yang-Yang; Deng, Xiao-Peng; Ng, Chun Kiat; Cao, Bin; Wang, Jing-Yuan; Rice, Scott A; Kjelleberg, Staffan; Song, Hao

2015-10-01

Electroactive biofilms play essential roles in determining the power output of microbial fuel cells (MFCs). To engineer the electroactive biofilm formation of Shewanella oneidensis MR-1, a model exoelectrogen, we herein heterologously overexpressed a c-di-GMP biosynthesis gene ydeH in S. oneidensis MR-1, constructing a mutant strain in which the expression of ydeH is under the control of IPTG-inducible promoter, and a strain in which ydeH is under the control of a constitutive promoter. Such engineered Shewanella strains had significantly enhanced biofilm formation and bioelectricity generation. The MFCs inoculated with these engineered strains accomplished a maximum power density of 167.6 ± 3.6 mW/m(2) , which was ∼ 2.8 times of that achieved by the wild-type MR-1 (61.0 ± 1.9 mW/m(2) ). In addition, the engineered strains in the bioelectrochemical system at poised potential of 0.2 V vs. saturated calomel electrode (SCE) generated a stable current density of 1100 mA/m(2) , ∼ 3.4 times of that by wild-type MR-1 (320 mA/m(2) ). © 2015 Wiley Periodicals, Inc.

Simulation research on the effect of cooled EGR, supercharging and compression ratio on downsized SI engine knock

NASA Astrophysics Data System (ADS)

Shu, Gequn; Pan, Jiaying; Wei, Haiqiao; Shi, Ning

2013-03-01

Knock in spark-ignition(SI) engines severely limits engine performance and thermal efficiency. The researches on knock of downsized SI engine have mainly focused on structural design, performance optimization and advanced combustion modes, however there is little for simulation study on the effect of cooled exhaust gas recirculation(EGR) combined with downsizing technologies on SI engine performance. On the basis of mean pressure and oscillating pressure during combustion process, the effect of different levels of cooled EGR ratio, supercharging and compression ratio on engine dynamic and knock characteristic is researched with three-dimensional KIVA-3V program coupled with pressure wave equation. The cylinder pressure, combustion temperature, ignition delay timing, combustion duration, maximum mean pressure, and maximum oscillating pressure at different initial conditions are discussed and analyzed to investigate potential approaches to inhibiting engine knock while improving power output. The calculation results of the effect of just cooled EGR on knock characteristic show that appropriate levels of cooled EGR ratio can effectively suppress cylinder high-frequency pressure oscillations without obvious decrease in mean pressure. Analysis of the synergistic effect of cooled EGR, supercharging and compression ratio on knock characteristic indicates that under the condition of high supercharging and compression ratio, several times more cooled EGR ratio than that under the original condition is necessarily utilized to suppress knock occurrence effectively. The proposed method of synergistic effect of cooled EGR and downsizing technologies on knock characteristic, analyzed from the aspects of mean pressure and oscillating pressure, is an effective way to study downsized SI engine knock and provides knock inhibition approaches in practical engineering.

CDRA-4EU Testing to Assess Increased Number of ISS Crew

NASA Technical Reports Server (NTRS)

Peters, Warren T.; Knox, James C.

2017-01-01

The International Space Station (ISS) program is investigating methods to increase carbon dioxide (CO2) removal on ISS in order to support an increased number of astronauts at a future date. The Carbon Dioxide Removal Assembly - Engineering Unit (CDRA-4EU) system at NASA Marshall Space Flight Center (MSFC) was tested at maximum fan settings to evaluate CO2 removal rate and power consumption at those settings.

Fuel conservation evaluation of US (United States) Army helicopters. Part 4. OH-58C flight testing. Final report 22 Sep 20-Nov 82

DOE Office of Scientific and Technical Information (OSTI.GOV)

Belte, D.; Stratton, M.V.

1982-08-01

The United States Army Aviation Engineering Flight Activity conducted level flight performance tests of the OH-58C helicopter at Edwards AFB, California from 22 September to 20 November 1981, and at St. Paul, Minnesota, from 12 January to 9 February 1982. Nondimensional methods were used to identify effects of compressibility and blade stall on performance, and increased referred rotor speeds were used to supplement the range of currently available level flight data. Maximum differences in nondimensional power required attributed to compressibility effects varied from 6.5 to 11%. However, high actual rotor speed at a given condition can result in less powermore » required than at low rotor speed even with the compressibility penalty. The power required characteristics determined by these tests can be combined with engine performance to determine the most fuel efficient operating conditions.« less

Engineering Shewanella oneidensis enables xylose-fed microbial fuel cell.

PubMed

Li, Feng; Li, Yuanxiu; Sun, Liming; Li, Xiaofei; Yin, Changji; An, Xingjuan; Chen, Xiaoli; Tian, Yao; Song, Hao

2017-01-01

The microbial fuel cell (MFC) is a green and sustainable technology for electricity energy harvest from biomass, in which exoelectrogens use metabolism and extracellular electron transfer pathways for the conversion of chemical energy into electricity. However, Shewanella oneidensis MR-1, one of the most well-known exoelectrogens, could not use xylose (a key pentose derived from hydrolysis of lignocellulosic biomass) for cell growth and power generation, which limited greatly its practical applications. Herein, to enable S. oneidensis to directly utilize xylose as the sole carbon source for bioelectricity production in MFCs, we used synthetic biology strategies to successfully construct four genetically engineered S. oneidensis (namely XE, GE, XS, and GS) by assembling one of the xylose transporters (from Candida intermedia and Clostridium acetobutylicum ) with one of intracellular xylose metabolic pathways (the isomerase pathway from Escherichia coli and the oxidoreductase pathway from Scheffersomyces stipites ), respectively. We found that among these engineered S. oneidensis strains, the strain GS (i.e. harbouring Gxf1 gene encoding the xylose facilitator from C. intermedi , and XYL1 , XYL2 , and XKS1 genes encoding the xylose oxidoreductase pathway from S. stipites ) was able to generate the highest power density, enabling a maximum electricity power density of 2.1 ± 0.1 mW/m 2 . To the best of our knowledge, this was the first report on the rationally designed Shewanella that could use xylose as the sole carbon source and electron donor to produce electricity. The synthetic biology strategies developed in this study could be further extended to rationally engineer other exoelectrogens for lignocellulosic biomass utilization to generate electricity power.

Effect of the NACA Injection Impeller on the Mixture Distribution of a Double-row Radial Aircraft Engine

NASA Technical Reports Server (NTRS)

Marble, Frank E.; Ritter, William K.; Miller, Mahlon A.

1946-01-01

For the normal range of engine power the impeller provided marked improvement over the standard spray-bar injection system. Mixture distribution at cruising was excellent, maximum cylinder temperatures were reduced about 30 degrees F, and general temperature distribution was improved. The uniform mixture distribution restored the normal response of cylinder temperature to mixture enrichment and it reduced the possibility of carburetor icing, while no serious loss in supercharger pressure rise resulted from injection of fuel near the impeller outlet. The injection impeller also furnished a convenient means of adding water to the charge mixture for internal cooling.

Integrating Reverse-Electrodialysis Stacks with Flow Batteries for Improved Energy Recovery from Salinity Gradients and Energy Storage.

PubMed

Zhu, Xiuping; Kim, Taeyoung; Rahimi, Mohammad; Gorski, Christopher A; Logan, Bruce E

2017-02-22

Salinity gradient energy can be directly converted into electrical power by using reverse electrodialysis (RED) and other technologies, but reported power densities have been too low for practical applications. Herein, the RED stack performance was improved by using 2,6-dihydroxyanthraquinone and ferrocyanide as redox couples. These electrolytes were then used in a flow battery to produce an integrated RED stack and flow battery (RED-FB) system capable of capturing, storing, and discharging salinity gradient energy. Energy captured from the RED stack was discharged in the flow battery at a maximum power density of 3.0 kW m -2 -anode, which was similar to the flow batteries charged by electrical power and could be used for practical applications. Salinity gradient energy captured from the RED stack was recovered from the electrolytes as electricity with 30 % efficiency, and the maximum energy density of the system was 2.4 kWh m -3 -anolyte. The combined RED-FB system overcomes many limitations of previous approaches to capture, store, and use salinity gradient energy from natural or engineered sources. © 2017 Wiley-VCH Verlag GmbH & Co. KGaA, Weinheim.

Study of alcohol fuel of butanol and ethanol effect on the compression ignition (CI) engine performance, combustion and emission characteristic

NASA Astrophysics Data System (ADS)

Aziz, M. A.; Yusop, A. F.; Mat Yasin, M. H.; Hamidi, M. A.; Alias, A.; Hussin, H.; Hamri, S.

2017-10-01

Diesel engine which is one of the larger contributors to total consumption for petroleum is an attractive power unit used widely in many fields. However, diesel engines are among the main contributors to air pollutions for the large amount of emissions, such as CO, CO2 and NOx lead to an adverse effect on human health. Many researches have been done to find alternative fuels that are clean and efficient. Biodiesel is preferred as an alternative source for diesel engine which produces lower emission of pollutants. This study has focused on the evaluation of diesel and alcohol-diesel fuel properties and also the performance, combustion and exhaust emission from diesel engine fuelled with diesel and alcohol. Butanol and ethanol is blend with diesel fuel at 1:9 ratio. There are three test fuel that is tested which Diesel (100% diesel), D90BU10 (10% Butanol and 90% diesel) and D90E10 (10% Ethanol and 90% diesel). The comparison between diesel and alcohol-diesel blend has been made in terms of fuel properties characterization, engine performance such as brake power (BP) and brake specific fuel consumption (BSFC) also the in cylinder maximum pressure characteristic. Thus, exhaust gas emission of CO, CO2, NOx and O2 emission also has been observed at constant load of 50% but in different operating engine speed (1100 rpm, 1400 rpm, 1700 rpm, 2000 rpm and 2300 rpm). The results show the addition of 10% of each butanol and ethanol to diesel fuel had decreased the fuel density about 0.3% to 0.5% compared to mineral diesel. In addition, viscosity and energy content are also decrease. The addition of 10% butanol had improved the fuel cetane number however the ethanol blends react differently. In term of engine performance, as the engine speed increased, BP output also increase respectively. Hence, the alcohol blends fuel generates lower BP compared to diesel, plus BSFC for all test fuel shows decreasing trend at low and medium speed, however increased gradually at higher engine speed. Thus, D90BU10 had higher BSFC compared to mineral diesel and D90E10. In general, the addition of alcohol blend in diesel fuel had increase the BSFC. In term of in cylinder pressure, as the engine speed is increased, the crank angle noted to move away from TDC for all test fuel. The maximum cylinder pressure increased at low and medium speed, but decrease in higher engine speed. The addition of 10% of butanol and ethanol in the mineral diesel decreased the maximum cylinder pressure. Meanwhile, O2 emission of D90E10 is higher compared to D90BU10 due to higher oxygen content found in ethanol. The CO2 emission of D90BU10 recorded higher compared to mineral diesel due to the high oxygen contents in the alcohol. CO emission of alcohol blend on the other hand had lower emission at higher engine speed compared to mineral diesel. As engine speed is increased, NOx emission of mineral diesel and D90E10 had decreased gradually. However, D90BU10 had increased of NOx emission at lower to medium engine speed, than gradually decreased at higher engine speed.

Flight survey of the 757 wing noise field and its effects on laminar boundary layer transition. Volume 1: Program description and data analysis

NASA Technical Reports Server (NTRS)

1987-01-01

It was previously observed that an incident acoustic field on a wing with laminar flow can cause transition to turbulent flow if the fluctuating acoustic velocities are of sufficient amplitude and in the critical frequency range for an unstable laminar boundary layer. A section of a wing was modified with a natural laminar flow (NLF) glove to allow direct measurement of the effect of varying engine noise on the extent of laminar flow. The flight test program was completed in June, 1985. At each flight condition, the engine power was varied from about 2600 r/min (idle) to about 4500 r/min (maximum continuous power). The spectral data provides considerable insight into the influences of the various sound sources that contribute to the overall noise levels. Additional analysis will be required to assess the impact of these sources on boundary layer transition. These results demonstrate that substantial laminar flow on the wing of a transport configuration with wing-mounted engines can be obtained.

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

NASA Technical Reports Server (NTRS)

Fuller, H.; Demler, R.; Poulin, E.; Dantowitz, P.

1979-01-01

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.

Simulation of atmospheric PAH emissions from diesel engines.

PubMed

Durán, A; de Lucas, A; Carmona, M; Ballesteros, R

2001-08-01

Simulation of atmospheric PAH emissions in a typical European passenger car diesel engine at steady conditions or under a certification cycle is made using in-house software. It is based on neural fitting of experimental data from eight different fuels tested under five operating steady conditions (reproducing modes of the European transient urban/extraurban certification cycle). The software allows the determination of PAH emissions as a function of the fuel composition parameters (aromatic content, cetane index, gross heat power, nitrogen and sulphur content) and operation conditions (torque and engine speed). The mathematical model reproduces experimental data with a maximum error of 20%. This tool is very useful, since changes in parameters can be made without experimental cost and the trend in modifications in PAH emissions is immediately obvious.

Rectifying full-counting statistics in a spin Seebeck engine

NASA Astrophysics Data System (ADS)

Tang, Gaomin; Chen, Xiaobin; Ren, Jie; Wang, Jian

2018-02-01

In terms of the nonequilibrium Green's function framework, we formulate the full-counting statistics of conjugate thermal spin transport in a spin Seebeck engine, which is made by a metal-ferromagnet insulator interface driven by a temperature bias. We obtain general expressions of scaled cumulant generating functions of both heat and spin currents that hold special fluctuation symmetry relations, and demonstrate intriguing properties, such as rectification and negative differential effects of high-order fluctuations of thermal excited spin current, maximum output spin power, and efficiency. The transport and noise depend on the strongly fluctuating electron density of states at the interface. The results are relevant for designing an efficient spin Seebeck engine and can broaden our view in nonequilibrium thermodynamics and the nonlinear phenomenon in quantum transport systems.

A Highly Efficient Six-Stroke Internal Combustion Engine Cycle with Water Injection for In-Cylinder Exhaust Heat Recovery

DOE Office of Scientific and Technical Information (OSTI.GOV)

Conklin, Jim; Szybist, James P

2010-01-01

A concept is presented here that adds two additional strokes to the four-stroke Otto or Diesel cycle that has the potential to increase fuel efficiency of the basic cycle. The engine cycle can be thought of as a 4 stroke Otto or Diesel cycle followed by a 2-stroke heat recovery steam cycle. Early exhaust valve closing during the exhaust stroke coupled with water injection are employed to add an additional power stroke at the end of the conventional four-stroke Otto or Diesel cycle. An ideal thermodynamics model of the exhaust gas compression, water injection at top center, and expansion wasmore » used to investigate this modification that effectively recovers waste heat from both the engine coolant and combustion exhaust gas. Thus, this concept recovers energy from two waste heat sources of current engine designs and converts heat normally discarded to useable power and work. This concept has the potential of a substantial increase in fuel efficiency over existing conventional internal combustion engines, and under appropriate injected water conditions, increase the fuel efficiency without incurring a decrease in power density. By changing the exhaust valve closing angle during the exhaust stroke, the ideal amount of exhaust can be recompressed for the amount of water injected, thereby minimizing the work input and maximizing the mean effective pressure of the steam expansion stroke (MEPsteam). The value of this exhaust valve closing for maximum MEPsteam depends on the limiting conditions of either one bar or the dew point temperature of the expansion gas/moisture mixture when the exhaust valve opens to discard the spent gas mixture in the sixth stroke. The range of MEPsteam calculated for the geometry of a conventional gasoline spark-ignited internal combustion engine and for plausible water injection parameters is from 0.75 to 2.5 bars. Typical combustion mean effective pressures (MEPcombustion) of naturally aspirated gasoline engines are up to 10 bar, thus this concept has the potential to significantly increase the engine efficiency and fuel economy while not resulting in a decrease in power density.« less

Bearing development program for a 25 kWe solar-powered organic Rankine-cycle engine

NASA Technical Reports Server (NTRS)

Nesmith, B.

1985-01-01

The bearing development program is summarized for a 25-kWe power conversion subsystem (PCS) consisting of an organic Rankine-cycle engine, and permanent magnetic alternator (PMA) and rectifier to be used in a 100-kWe point-focusing distributed receiver solar power plant. The engine and alternator were hermetically sealed and used toluene as the working fluid. The turbine, alternator, and feed pump (TAP) were mounted on a single shaft operating at speeds up to 60,000 rev/min. Net thermal-to-electric efficiencies in the range of 21 to 23% were demonstrated at the maximum working fluid temperature of 400 C (750 F). A chronological summary of the bearing development program is presented. The primary causes of bearing wear problems were traced to a combination of rotordynamic instability and electrodynamic discharge across the bearing surfaces caused by recirculating currents from the PMA. These problems were resolved by implementing an externally supplied, flooded-bearing lubrication system and by electrically insulating all bearings from the TAP housing. This program resulted in the successful development of a stable, high-speed, toluene-lubricated five-pad tilting-pad journal bearing and Rayleigh step thrust bearing system capable of operating at all inclinations between horizontal and vertical.

Measurements of nitrous acid in commercial aircraft exhaust at the Alternative Aviation Fuel Experiment.

PubMed

Lee, Ben H; Santoni, Gregory W; Wood, Ezra C; Herndon, Scott C; Miake-Lye, Richard C; Zahniser, Mark S; Wofsy, Steven C; Munger, J William

2011-09-15

The Alternative Aviation Fuel Experiment (AAFEX), conducted in January of 2009 in Palmdale, California, quantified aerosol and gaseous emissions from a DC-8 aircraft equipped with CFM56-2C1 engines using both traditional and synthetic fuels. This study examines the emissions of nitrous acid (HONO) and nitrogen oxides (NO(x) = NO + NO(2)) measured 145 m behind the grounded aircraft. The fuel-based emission index (EI) for HONO increases approximately 6-fold from idle to takeoff conditions but plateaus between 65 and 100% of maximum rated engine thrust, while the EI for NO(x) increases continuously. At high engine power, NO(x) EI is greater when combusting traditional (JP-8) rather than Fischer-Tropsch fuels, while HONO exhibits the opposite trend. Additionally, hydrogen peroxide (H(2)O(2)) was identified in exhaust plumes emitted only during engine idle. Chemical reactions responsible for emissions and comparison to previous measurement studies are discussed.

Research Technology

NASA Image and Video Library

2001-08-06

The test of twin Linear Aerospike XRS-2200 engines, originally built for the X-33 program, was performed on August 6, 2001 at NASA's Sternis Space Center, Mississippi. The engines were fired for the planned 90 seconds and reached a planned maximum power of 85 percent. NASA's Second Generation Reusable Launch Vehicle Program , also known as the Space Launch Initiative (SLI), is making advances in propulsion technology with this third and final successful engine hot fire, designed to test electro-mechanical actuators. Information learned from this hot fire test series about new electro-mechanical actuator technology, which controls the flow of propellants in rocket engines, could provide key advancements for the propulsion systems for future spacecraft. The Second Generation Reusable Launch Vehicle Program, led by NASA's Marshall Space Flight Center in Huntsville, Alabama, is a technology development program designed to increase safety and reliability while reducing costs for space travel. The X-33 program was cancelled in March 2001.

Wireless Data-Acquisition System for Testing Rocket Engines

NASA Technical Reports Server (NTRS)

Lin, Chujen; Lonske, Ben; Hou, Yalin; Xu, Yingjiu; Gang, Mei

2007-01-01

A prototype wireless data-acquisition system has been developed as a potential replacement for a wired data-acquisition system heretofore used in testing rocket engines. The traditional use of wires to connect sensors, signal-conditioning circuits, and data acquisition circuitry is time-consuming and prone to error, especially when, as is often the case, many sensors are used in a test. The system includes one master and multiple slave nodes. The master node communicates with a computer via an Ethernet connection. The slave nodes are powered by rechargeable batteries and are packaged in weatherproof enclosures. The master unit and each of the slave units are equipped with a time-modulated ultra-wide-band (TMUWB) radio transceiver, which spreads its RF energy over several gigahertz by transmitting extremely low-power and super-narrow pulses. In this prototype system, each slave node can be connected to as many as six sensors: two sensors can be connected directly to analog-to-digital converters (ADCs) in the slave node and four sensors can be connected indirectly to the ADCs via signal conditioners. The maximum sampling rate for streaming data from any given sensor is about 5 kHz. The bandwidth of one channel of the TM-UWB radio communication system is sufficient to accommodate streaming of data from five slave nodes when they are fully loaded with data collected through all possible sensor connections. TM-UWB radios have a much higher spatial capacity than traditional sinusoidal wave-based radios. Hence, this TM-UWB wireless data-acquisition can be scaled to cover denser sensor setups for rocket engine test stands. Another advantage of TM-UWB radios is that it will not interfere with existing wireless transmission. The maximum radio-communication range between the master node and a slave node for this prototype system is about 50 ft (15 m) when the master and slave transceivers are equipped with small dipole antennas. The range can be increased by changing to larger antennas and/or greater transmission power. The battery life of a slave node ranges from about six hours during operation at full capacity to as long as three days when the system is in a "sleep" mode used to conserve battery charge during times between setup and rocket-engine testing. Batteries can be added to prolong operational lifetimes. The radio transceiver dominates the power consumption.

Parameter Study of the LIFE Engine Nuclear Design

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kramer, K J; Meier, W R; Latkowski, J F

2009-07-10

LLNL is developing the nuclear fusion based Laser Inertial Fusion Energy (LIFE) power plant concept. The baseline design uses a depleted uranium (DU) fission fuel blanket with a flowing molten salt coolant (flibe) that also breeds the tritium needed to sustain the fusion energy source. Indirect drive targets, similar to those that will be demonstrated on the National Ignition Facility (NIF), are ignited at {approx}13 Hz providing a 500 MW fusion source. The DU is in the form of a uranium oxycarbide kernel in modified TRISO-like fuel particles distributed in a carbon matrix forming 2-cm-diameter pebbles. The thermal power ismore » held at 2000 MW by continuously varying the 6Li enrichment in the coolants. There are many options to be considered in the engine design including target yield, U-to-C ratio in the fuel, fission blanket thickness, etc. Here we report results of design variations and compare them in terms of various figures of merit such as time to reach a desired burnup, full-power years of operation, time and maximum burnup at power ramp down and the overall balance of plant utilization.« less

CooLN2Car: An Experimental Car Which Uses Liquid Nitrogen as Its Fuel

NASA Astrophysics Data System (ADS)

Parker, M. E.; Plummer, M. C.; Ordonez, C. A.

1997-10-01

A ``cryogenic" heat engine which operates using the atmosphere as a heat source and a cryogenic medium as a heat sink has been incorporated as the power system for an automobile. A 1973 Volkswagen Beetle has been converted and uses liquid nitrogen as its ``fuel." A Dewar was mounted in the car and provides nitrogen under pressure to two heat exchangers connected in parallel which use atmospheric heat to heat the nitrogen. The heat exchangers deliver compressed nitrogen gas to a vane-type pneumatic motor mounted in place of the original gasoline engine. Pressure in the tank is maintained internally at 1.2 MPa and is reduced to 0.7 MPa before the motor by a pressure regulator. A throttle, composed of a butterfly valve, is mounted between the regulator and the motor and is connected to the driver's accelerator peddle. The vehicle has good acceleration, a maximum range of 15 miles, and a maximum speed of 25 mph. A demonstration with the vehicle is planned.

Single-particle stochastic heat engine.

PubMed

Rana, Shubhashis; Pal, P S; Saha, Arnab; Jayannavar, A M

2014-10-01

We have performed an extensive analysis of a single-particle stochastic heat engine constructed by manipulating a Brownian particle in a time-dependent harmonic potential. The cycle consists of two isothermal steps at different temperatures and two adiabatic steps similar to that of a Carnot engine. The engine shows qualitative differences in inertial and overdamped regimes. All the thermodynamic quantities, including efficiency, exhibit strong fluctuations in a time periodic steady state. The fluctuations of stochastic efficiency dominate over the mean values even in the quasistatic regime. Interestingly, our system acts as an engine provided the temperature difference between the two reservoirs is greater than a finite critical value which in turn depends on the cycle time and other system parameters. This is supported by our analytical results carried out in the quasistatic regime. Our system works more reliably as an engine for large cycle times. By studying various model systems, we observe that the operational characteristics are model dependent. Our results clearly rule out any universal relation between efficiency at maximum power and temperature of the baths. We have also verified fluctuation relations for heat engines in time periodic steady state.

Quiet Clean Short-haul Experimental Engine (QCSEE) main reduction gears test program

NASA Technical Reports Server (NTRS)

Misel, O. W.

1977-01-01

Sets of under the wing (UTW) engine reduction gears and sets of over the wing (OTW) engine reduction gears were fabricated for rig testing and subsequent installation in engines. The UTW engine reduction gears which have a ratio of 2.465:1 and a design rating of 9712 kW at 3157 rpm fan speed were operated at up to 105% speed at 60% torque and 100% speed at 125% torque. The OTW engine reduction gears which have a ratio of 2.062:1 and a design rating of 12,615 kW at 3861 rpm fan speed were operated at up to 95% speed at 50% torque and 80% speed at 109% torque. Satisfactory operation was demonstrated at powers up to 12,172 kW, mechanical efficiency up to 99.1% UTW, and a maximum gear pitch line velocity of 112 m/s (22,300 fpm) with a corresponding star gear spherical roller bearing DN of 850,00 OTW. Oil and star gear bearing temperatures, oil churning, heat rejection, and vibratory characteristics were acceptable for engine installation.

Heat transfer performance characteristics of hybrid nanofluids as coolant in louvered fin automotive radiator

NASA Astrophysics Data System (ADS)

Sahoo, Rashmi R.; Sarkar, Jahar

2017-06-01

Present study deals with the enhancement of convective heat transfer performance of EG brine based various hybrid nanofluids i.e. Ag, Cu, SiC, CuO and TiO2 in 0-1% volume fraction of Al2O3 nanofluid, as coolants for louvered fin automobile radiator. The effects of nanoparticles combination and operating parameters on thermo physical properties, heat transfer, effectiveness, pumping power and performance index of hybrid nanofluids have been evaluated. Comparison of studied hybrid nanofluids based on radiator size and pumping power has been made as well. Among all studied hybrid nanofluids, 1% Ag hybrid nanofluid (0.5% Ag and 0.5% Al2O3) yields highest effectiveness and heat transfer rate as well as pumping power. However, SiC + Al2O3 dispersed hybrid nanofluid yields maximum performance index and hence this can be recommended for best coolant. For the same radiator size and heat transfer rate, pumping power increases by using Ag hybrid nanofluids leading to increase in engine thermal efficiency and hence reduction in engine fuel consumption. For same coolant flow rate and heat transfer rate, the radiator size reduces and pumping power increases by using Ag hybrid nanofluids leading to reduction in radiator size, weight and cost.

On-Line Thermal Barrier Coating Monitoring for Real-Time Failure Protection and Life Maximization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dennis H. LeMieux

2004-10-01

Under the sponsorship of the U. S. Department of Energy's National Energy Laboratory, Siemens Westinghouse Power Corporation proposes a four year program titled, ''On-Line Thermal Barrier Coating (TBC) Monitor for Real-Time Failure Protection and Life Maximization'', to develop, build and install the first generation of an on-line TBC monitoring system for use on land -based advanced gas turbines (AGT). Federal deregulation in electric power generation has accelerated power plant owner's demand for improved reliability availability maintainability (RAM) of the land-based advanced gas turbines. As a result, firing temperatures have been increased substantially in the advanced turbine engines, and the TBCsmore » have been developed for maximum protection and life of all critical engine components operating at these higher temperatures. Losing TBC protection can therefore accelerate the degradation of substrate components materials and eventually lead to a premature failure of critical component and costly unscheduled power outages. This program seeks to substantially improve the operating life of high cost gas turbine components using TBC; thereby, lowering the cost of maintenance leading to lower cost of electricity. Siemens Westinghouse Power Corporation has teamed with Indigo Systems; a supplier of state-of-the-art infrared camera systems, and Wayne State University, a leading research organization.« less

JPL's electric and hybrid vehicles project: Project activities and preliminary test results. [power conditioning and battery charge efficiency

NASA Technical Reports Server (NTRS)

Barber, T. A.

1980-01-01

Efforts to achieve a 100 mile urban range, to reduce petroleum usage 40% to 70%, and to commercialize battery technology are discussed with emphasis on an all plastic body, four passenger car that is flywheel assisted and battery powered, and on an all metal body, four passenger car with front wheel drive and front motor. For the near term case, a parallel hybrid in which the electric motor and the internal combustion engine may directly power the drive wheels, is preferred to a series design. A five passenger car in which the electric motor and the gasoline engine both feed into the same transmission is discussed. Upgraded demonstration vehicles were tested using advanced lead acid, nickel zinc, nickel iron, and zinc chloride batteries to determine maximum acceleration, constant speed, and battery behavior. The near term batteries demonstrated significant improvement relative to current lead acid batteries. The increase in range was due to improved energy density, and ampere hour capacity, with relatively 1 small weight and volume differences.

Synthetic Vortex Generator Jets Used to Control Separation on Low-Pressure Turbine Airfoils

NASA Technical Reports Server (NTRS)

Ashpis, David E.; Volino, Ralph J.

2005-01-01

Low-pressure turbine (LPT) airfoils are subject to increasingly stronger pressure gradients as designers impose higher loading in an effort to improve efficiency and lower cost by reducing the number of airfoils in an engine. When the adverse pressure gradient on the suction side of these airfoils becomes strong enough, the boundary layer will separate. Separation bubbles, particularly those that fail to reattach, can result in a significant loss of lift and a subsequent degradation of engine efficiency. The problem is particularly relevant in aircraft engines. Airfoils optimized to produce maximum power under takeoff conditions may still experience boundary layer separation at cruise conditions because of the thinner air and lower Reynolds numbers at altitude. Component efficiency can drop significantly between takeoff and cruise conditions. The decrease is about 2 percent in large commercial transport engines, and it could be as large as 7 percent in smaller engines operating at higher altitudes. Therefore, it is very beneficial to eliminate, or at least reduce, the separation bubble.

Power system design of ESMO

NASA Astrophysics Data System (ADS)

Ulrich, Steve; Veilleux, Jean-François; Landry Corbin, François

2009-01-01

The European Student Moon Orbiter (ESMO) spacecraft is a student-built mini satellite being designed for a mission to the Moon. Designing and launching mini satellites are becoming a current trend in the space sector since they provide an economic way to perform innovative scientific experiments and in-flight demonstration of novel space technologies. The generation, storage, control, and distribution of the electrical power in a mini satellite represents unique challenges to the power engineer since the mass and volume restrictions are very stringent. Regardless of these problems, every subsystem and payload equipment must be operated within their specified voltage band whenever they required to be turned on. This paper presents the preliminary design of a lightweight, compact, and reliable power system for ESMO that can generate 720 W. Some of the key components of the EPS include ultra triple-junction (UTJ) GaAs solar cells controlled by maximum power point trackers, and high efficiency Li-ion secondary batteries recharged in parallel.

On-Board Real-Time Optimization Control for Turbo-Fan Engine Life Extending

NASA Astrophysics Data System (ADS)

Zheng, Qiangang; Zhang, Haibo; Miao, Lizhen; Sun, Fengyong

2017-11-01

A real-time optimization control method is proposed to extend turbo-fan engine service life. This real-time optimization control is based on an on-board engine mode, which is devised by a MRR-LSSVR (multi-input multi-output recursive reduced least squares support vector regression method). To solve the optimization problem, a FSQP (feasible sequential quadratic programming) algorithm is utilized. The thermal mechanical fatigue is taken into account during the optimization process. Furthermore, to describe the engine life decaying, a thermal mechanical fatigue model of engine acceleration process is established. The optimization objective function not only contains the sub-item which can get fast response of the engine, but also concludes the sub-item of the total mechanical strain range which has positive relationship to engine fatigue life. Finally, the simulations of the conventional optimization control which just consider engine acceleration performance or the proposed optimization method have been conducted. The simulations demonstrate that the time of the two control methods from idle to 99.5 % of the maximum power are equal. However, the engine life using the proposed optimization method could be surprisingly increased by 36.17 % compared with that using conventional optimization control.

Preliminary design of a long-endurance Mars aircraft

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

1990-01-01

The preliminary design requirements of a long endurance aircraft capable of flight within the Martian environment was determined. Both radioisotope/heat engine and PV solar array power production systems were considered. Various cases for each power system were analyzed in order to determine the necessary size, weight and power requirements of the aircraft. The analysis method used was an adaptation of the method developed by Youngblood and Talay of NASA-Langley used to design a high altitude earth based aircraft. The analysis is set up to design an aircraft which, for the given conditions, has a minimum wingspan and maximum endurance parameter. The results showed that, for a first approximation, a long endurance aircraft is feasible within the Martian environment. The size and weight of the most efficient solar aircraft were comparable to the radioisotope powered one.

Preliminary Tests of Blowers of Three Designs Operating in Conjunction with a Wing-Duct Cooling System for Radial Engines, Special Report

NASA Technical Reports Server (NTRS)

Biermann, David; Valentine, E. Floyd

1939-01-01

This paper is one of several dealing with methods intended to reduce the drag of present-day radial engine installations and improve the cooling at zero and low air speeds, The present paper describes model wind-tunnel tests of blowers of three designs tested in conjunction with a wing-nacelle combination. The principle of operation involved consists of drawing cooling air into ducts located in the wing root at the point of maximum slipstream velocity, passing the air through the engine baffles from rear to front, and exhausting the air through an annular slot located between the propeller and the engine with the aid of a blower mounted on the spinner. The test apparatus consisted essentially of a stub wing having a 5-foot chord and a 15-foot span, an engine nacelle of 20 inches diameter enclosing a 25-horsepower electric motor, and three blowers mounted on propeller spinners. Two of the blowers utilize centrifugal force while the other uses the lift from airfoils to force the air out radially through the exit slot. Maximum efficiencies of over 70 percent were obtained for the system as a whole. Pressures were measured over the entire flight range which were in excess of those necessary to cool present-day engines, The results indicated that blowers mounted on propeller spinners could be built sufficiently powerful and efficient to warrant their use as the only, or chief, means of forcing air through the cooling system, so that cooling would be independent of the speed of the airplane.

Design and implementation of a 38 kW dish-Stirling concentrated solar power system

NASA Astrophysics Data System (ADS)

Yan, J.; Peng, Y. D.; Cheng, Z. R.; Liu, F. M.; Tang, X. H.

2017-11-01

Dish-Stirling concentrated solar power system (DS-CSP) is an important pathway for converting solar energy into electricity at high efficiency. In this study, a rated power 38 kW DS-CSP system was developed (installed in Xiangtan Electric Manufacturing Group). The heat engine adopted the alpha-type four cylinders double-acting Stirling engine (Stirling Biopower Flexgen S260). The absorber flux distribution simulation was conducted using ray tracing method and then the 204 m2 parabolic dish concentrator system (diameter is 17.70 m and focal length is 9.49 m) with single concentrator plus single pillar supporting has been designed and built. A water-cooled disc target and an absorber imitation device were adopted to test the tracking performance of the dish concentrator system, homogeneity of the focal spot and flux distribution of the absorber. Finally, the S260 Stirling engine was installed on the focal position of the dish concentrator and then the net output power date of the 38 kW DS-CSP system was tested. The absorber overheating problem on the DS-CSP system performance was discussed when the DS-CSP system was installed in different locations. The testing result shows that this system achieved the net output power of 38 kW and solar-to-electricity efficiency (SEE) of 25.3% with the direct normal irradiation (DNI) at 750 W/m2. The net output power can further increase to 40.5 kW with the SEE of 26.6% when the DNI reaches up to the maximum of 761 W/m2. The net output power of the 38 kW DS-CSP system has a linear function relationship with the DNI. The fitting function is Net power output=0.1003×DNI－36.129, where DNI is at the range of 460∼761 W/m2. This function could be used to predict the amount of the 38 kW DS-CSP system annual generation power.

Computation of optimal Mars trajectories via combined chemical/electrical propulsion, Part 3: Compromise solutions

NASA Astrophysics Data System (ADS)

Miele, A.; Wang, T.; Williams, P. N.

2005-12-01

The success of the solar-electric ion engine powering the DS1 spacecraft has paved the way toward the use of low-thrust electrical engines in future planetary/interplanetary missions. Vis-à-vis a chemical engine, an electrical engine has a higher specific impulse, implying a possible decrease in propellant mass; however, the low-thrust aspect discourages the use of an electrical engine in the near-planet phases of a trip, since this might result in an increase in flight time. Therefore, a fundamental design problem is to find the best combination of chemical propulsion and electrical propulsion for a given mission, for example, a mission from Earth to Mars. With this in mind, this paper is the third of a series dealing with the optimization of Earth Mars missions via the use of hybrid engines, namely the combination of high-thrust chemical engines for planetary flight and low-thrust electrical engines for interplanetary flight. We look at the deep-space interplanetary portion of the trajectory under rather idealized conditions. The two major performance indexes, the propellant mass and the flight time, are in conflict with one another for the following reason: any attempt at reducing the former causes an increase in the latter and vice versa. Therefore, it is natural to consider a compromise performance index involving the scaled values of the propellant mass and flight time weighted respectively by the compromise factor C and its complement 1-C. We use the compromise factor as the parameter of the one-parameter family of compromise trajectories. Analyses carried out with the sequential gradient-restoration algorithm for optimal control problems lead to results which can be highlighted as follows. Thrust profile. Generally speaking, the thrust profile of the compromise trajectory includes three subarcs: the first subarc is characterized by maximum thrust in conjunction with positive (upward) thrust direction; the second subarc is characterized by zero thrust (coasting flight); the third subarc is characterized by maximum thrust in conjunction with negative (downward) thrust direction. Effect of the compromise factor. As the compromise factor increases, the propellant mass decreases and the flight time increases; correspondingly, the following changes in the thrust profile take place: (a) the time lengths of the first and third subarcs (powered phases) decrease slightly, meaning that thrust application occurs for shorter duration; also, the average value of the thrust direction in the first and third subarcs decreases, implying higher efficiency of thrust application wrt the spacecraft energy level; as a result, the total propellant mass decreases; (b) the time length of the second subarc (coasting) increases considerably, resulting in total time increase. Minimum time trajectory. If C=0, the resulting minimum time trajectory has the following characteristics: (a) the time length of the coasting subarc reduces to zero and the three-subarc trajectory degenerates into a two-subarc trajectory; (b) maximum thrust is applied at all times and the thrust direction switches from upward to downward at midcourse. Minimum propellant mass trajectory. If C=1, the resulting minimum propellant mass trajectory has the following characteristics: (a) the thrust magnitude has a bang-zero-bang profile; (b) for the powered subarcs, the thrust direction is tangent to the flight path at all times.

Ion accelerator system mounting design and operating characteristics for a 5 kW 30-cm xenon ion engine

NASA Technical Reports Server (NTRS)

Aston, Graeme; Brophy, John R.

1987-01-01

Results from a series of experiments to determine the effect of accelerator grid mount geometry on the performance of the J-series ion optics assembly are described. Three mounting schemes, two flexible and one rigid, are compared for their relative ion extraction capability over a range of total accelerating voltages. The largest ion beam current, for the maximum total voltage investigated, is shown to occur using one of the flexible grid mounting geometries. However, at lower total voltages and reduced engine input power levels, the original rigid J-series ion optics accelerator grid mounts result in marginally better grid system performance at the same cold interelectrode gap.

Configuration development study of the X-24C hypersonic research airplane, phase 2

NASA Technical Reports Server (NTRS)

Combs, H. G.

1977-01-01

The X-24C Hypersonic Research Vehicle, configured with a heat-sink structure, a launch mass limit of 31.75 Mg and powered by an LR-105 Rocket Engine plus 12 LR-101 Sustainer Engines, was found to be the more cost effective of the candidate configurations. In addition, the configuration provides the maximum off design growth potential capability and subsequently, was selected as the candidate configuration to be subjected to the design refinement study in the remaining segment of the study. Selection of this configuration was based on the analytical study conducted on the performance growth capabilities of the candidate configurations selected from the Phase 1 Study.

Aero-Thermo-Structural Analysis of Inlet for Rocket Based Combined Cycle Engines

NASA Technical Reports Server (NTRS)

Shivakumar, K. N.; Challa, Preeti; Sree, Dave; Reddy, Dhanireddy R. (Technical Monitor)

2000-01-01

NASA has been developing advanced space transportation concepts and technologies to make access to space less costly. One such concept is the reusable vehicles with short turn-around times. The NASA Glenn Research Center's concept vehicle is the Trailblazer powered by a rocket-based combined cycle (RBCC) engine. Inlet is one of the most important components of the RBCC engine. This paper presents fluid flow, thermal, and structural analysis of the inlet for Mach 6 free stream velocity for fully supersonic and supercritical with backpressure conditions. The results concluded that the fully supersonic condition was the most severe case and the largest stresses occur in the ceramic matrix composite layer of the inlet cowl. The maximum tensile and the compressive stresses were at least 3.8 and 3.4, respectively, times less than the associated material strength.

Stochastic thermodynamics for Ising chain and symmetric exclusion process.

PubMed

Toral, R; Van den Broeck, C; Escaff, D; Lindenberg, Katja

2017-03-01

We verify the finite-time fluctuation theorem for a linear Ising chain in contact with heat reservoirs at its ends. Analytic results are derived for a chain consisting of two spins. The system can be mapped onto a model for particle transport, namely, the symmetric exclusion process in contact with thermal and particle reservoirs. We modify the symmetric exclusion process to represent a thermal engine and reproduce universal features of the efficiency at maximum power.

Rapid deceleration mode evaluation

NASA Technical Reports Server (NTRS)

Conners, Timothy R.; Nobbs, Steven G.; Orme, John S.

1995-01-01

Aircraft with flight capability above 1.4 normally have an RPM lockup or similar feature to prevent inlet buzz that would occur at low engine airflows. This RPM lockup has the effect of holding the engine thrust level at the intermediate power (maximum non-afterburning). For aircraft such as military fighters or supersonic transports, the need exists to be able to rapidly slow from supersonic to subsonic speeds. For example, a supersonic transport that experiences a cabin decompression needs to be able to slow/descend rapidly, and this requirement may size the cabin environmental control system. For a fighter, there may be a desire to slow/descend rapidly, and while doing so to minimize fuel usage and engine exhaust temperature. Both of these needs can be aided by achieving the minimum possible overall net propulsive force. As the intermediate power thrust levels of engines increase, it becomes even more difficult to slow rapidly from supersonic speeds. Therefore, a mode of the performance seeking control (PSC) system to minimize overall propulsion system thrust has been developed and tested. The rapid deceleration mode reduces the engine airflow consistent with avoiding inlet buzz. The engine controls are trimmed to minimize the thrust produced by this reduced airflow, and moves the inlet geometry to degrade the inlet performance. As in the case of the other PSC modes, the best overall performance (in this case the least net propulsive force) requires an integrated optimization of inlet, engine, and nozzle variables. This paper presents the predicted and measured results for the supersonic minimum thrust mode, including the overall effects on aircraft deceleration.

Air quality impacts of distributed energy resources implemented in the northeastern United States.

PubMed

Carreras-Sospedra, Marc; Dabdub, Donald; Brouwer, Jacob; Knipping, Eladio; Kumar, Naresh; Darrow, Ken; Hampson, Anne; Hedman, Bruce

2008-07-01

Emissions from the potential installation of distributed energy resources (DER) in the place of current utility-scale power generators have been introduced into an emissions inventory of the northeastern United States. A methodology for predicting future market penetration of DER that considers economics and emission factors was used to estimate the most likely implementation of DER. The methodology results in spatially and temporally resolved emission profiles of criteria pollutants that are subsequently introduced into a detailed atmospheric chemistry and transport model of the region. The DER technology determined by the methodology includes 62% reciprocating engines, 34% gas turbines, and 4% fuel cells and other emerging technologies. The introduction of DER leads to retirement of 2625 MW of existing power plants for which emissions are removed from the inventory. The air quality model predicts maximum differences in air pollutant concentrations that are located downwind from the central power plants that were removed from the domain. Maximum decreases in hourly peak ozone concentrations due to DER use are 10 ppb and are located over the state of New Jersey. Maximum decreases in 24-hr average fine particulate matter (PM2.5) concentrations reach 3 microg/m3 and are located off the coast of New Jersey and New York. The main contribution to decreased PM2.5 is the reduction of sulfate levels due to significant reductions in direct emissions of sulfur oxides (SO(x)) from the DER compared with the central power plants removed. The scenario presented here represents an accelerated DER penetration case with aggressive emission reductions due to removal of highly emitting power plants. Such scenario provides an upper bound for air quality benefits of DER implementation scenarios.

COMETBOARDS Can Optimize the Performance of a Wave-Rotor-Topped Gas Turbine Engine

NASA Technical Reports Server (NTRS)

Patnaik, Surya N.

1997-01-01

A wave rotor, which acts as a high-technology topping spool in gas turbine engines, can increase the effective pressure ratio as well as the turbine inlet temperature in such engines. The wave rotor topping, in other words, may significantly enhance engine performance by increasing shaft horse power while reducing specific fuel consumption. This performance enhancement requires optimum selection of the wave rotor's adjustable parameters for speed, surge margin, and temperature constraints specified on different engine components. To examine the benefit of the wave rotor concept in engine design, researchers soft coupled NASA Lewis Research Center's multidisciplinary optimization tool COMETBOARDS and the NASA Engine Performance Program (NEPP) analyzer. The COMETBOARDS-NEPP combined design tool has been successfully used to optimize wave-rotor-topped engines. For illustration, the design of a subsonic gas turbine wave-rotor-enhanced engine with four ports for 47 mission points (which are specified by Mach number, altitude, and power-setting combinations) is considered. The engine performance analysis, constraints, and objective formulations were carried out through NEPP, and COMETBOARDS was used for the design optimization. So that the benefits that accrue from wave rotor enhancement could be examined, most baseline variables and constraints were declared to be passive, whereas important parameters directly associated with the wave rotor were considered to be active for the design optimization. The engine thrust was considered as the merit function. The wave rotor engine design, which became a sequence of 47 optimization subproblems, was solved successfully by using a cascade strategy available in COMETBOARDS. The graph depicts the optimum COMETBOARDS solutions for the 47 mission points, which were normalized with respect to standard results. As shown, the combined tool produced higher thrust for all mission points than did the other solution, with maximum benefits around mission points 11, 25, and 31. Such improvements can become critical, especially when engines are sized for these specific mission points.

High-throughput machining using high average power ultrashort pulse lasers and ultrafast polygon scanner

NASA Astrophysics Data System (ADS)

Schille, Joerg; Schneider, Lutz; Streek, André; Kloetzer, Sascha; Loeschner, Udo

2016-03-01

In this paper, high-throughput ultrashort pulse laser machining is investigated on various industrial grade metals (Aluminium, Copper, Stainless steel) and Al2O3 ceramic at unprecedented processing speeds. This is achieved by using a high pulse repetition frequency picosecond laser with maximum average output power of 270 W in conjunction with a unique, in-house developed two-axis polygon scanner. Initially, different concepts of polygon scanners are engineered and tested to find out the optimal architecture for ultrafast and precision laser beam scanning. Remarkable 1,000 m/s scan speed is achieved on the substrate, and thanks to the resulting low pulse overlap, thermal accumulation and plasma absorption effects are avoided at up to 20 MHz pulse repetition frequencies. In order to identify optimum processing conditions for efficient high-average power laser machining, the depths of cavities produced under varied parameter settings are analyzed and, from the results obtained, the characteristic removal values are specified. The maximum removal rate is achieved as high as 27.8 mm3/min for Aluminium, 21.4 mm3/min for Copper, 15.3 mm3/min for Stainless steel and 129.1 mm3/min for Al2O3 when full available laser power is irradiated at optimum pulse repetition frequency.

Exhaust emissions of volatile organic compounds of powered two-wheelers: effect of cold start and vehicle speed. Contribution to greenhouse effect and tropospheric ozone formation.

PubMed

Costagliola, M Antonietta; Murena, Fabio; Prati, M Vittoria

2014-01-15

Powered two-wheeler (PTW) vehicles complying with recent European type approval standards (stages Euro 2 and Euro 3) were tested on chassis dynamometer in order to measure exhaust emissions of about 25 volatile organic compounds (VOCs) in the range C1-C7, including carcinogenic compounds as benzene and 1,3-butadiene. The fleet consists of a moped (engine capacity ≤ 50 cm(3)) and three fuel injection motorcycles of different engine capacities (150, 300 and 400 cm(3)). Different driving conditions were tested (US FPT cycle, constant speed). Due to the poor control of the combustion and catalyst efficiency, moped is the highest pollutant emitter. In fact, fuel injection strategy and three way catalyst with lambda sensor are able to reduce VOC motorcycles' emission of about one order of magnitude with respect to moped. Cold start effect, that is crucial for the assessment of actual emission of PTWs in urban areas, was significant: 30-51% of extra emission for methane. In the investigated speed range, moped showed a significant maximum of VOC emission factor at minimum speed (10 km/h) and a slightly decreasing trend from 20 to 60 km/h; motorcycles showed on the average a less significant peak at 10 km/h, a minimum at 30-40 km/h and then an increasing trend with a maximum emission factor at 90 km/h. Carcinogenic VOCs show the same pattern of total VOCs. Ozone Formation Potential (OFP) was estimated by using Maximum Incremental Reactivity scale. The greatest contribution to tropospheric ozone formation comes from alkenes group which account for 50-80% to the total OFP. VOC contribution effect on greenhouse effect is negligible with respect to CO2 emitted. © 2013.

On the thermal efficiency of power cycles in finite time thermodynamics

NASA Astrophysics Data System (ADS)

Momeni, Farhang; Morad, Mohammad Reza; Mahmoudi, Ashkan

2016-09-01

The Carnot, Diesel, Otto, and Brayton power cycles are reconsidered endoreversibly in finite time thermodynamics (FTT). In particular, the thermal efficiency of these standard power cycles is compared to the well-known results in classical thermodynamics. The present analysis based on FTT modelling shows that a reduction in both the maximum and minimum temperatures of the cycle causes the thermal efficiency to increase. This is antithetical to the existing trend in the classical references. Under the assumption of endoreversibility, the relation between the efficiencies is also changed to {η }{{Carnot}}\\gt {η }{{Brayton}}\\gt {η }{{Diesel}}\\gt {η }{{Otto}}, which is again very different from the corresponding classical results. The present results benefit a better understanding of the important role of irreversibility on heat engines in classical thermodynamics.

New materials for polymer electrolyte membrane fuel cell current collectors

NASA Astrophysics Data System (ADS)

Hentall, Philip L.; Lakeman, J. Barry; Mepsted, Gary O.; Adcock, Paul L.; Moore, Jon M.

Polymer Electrolyte Membrane Fuel cells for automotive applications need to have high power density, and be inexpensive and robust to compete effectively with the internal combustion engine. Development of membranes and new electrodes and catalysts have increased power significantly, but further improvements may be achieved by the use of new materials and construction techniques in the manufacture of the bipolar plates. To show this, a variety of materials have been fabricated into flow field plates, both metallic and graphitic, and single fuel cell tests were conducted to determine the performance of each material. Maximum power was obtained with materials which had lowest contact resistance and good electrical conductivity. The performance of the best material was characterised as a function of cell compression and flow field geometry.

40 CFR 1042.104 - Exhaust emission standards for Category 3 engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

... for other testing. (2) NOX standards apply based on the engine's model year and maximum in-use engine... Engines (g/kW-hr) Emission standards Model year Maximum in-use engine speed Less than130 RPM 130-2000RPM a... Tier 1 NOX standards apply as specified in 40 CFR part 94 for engines originally manufactured in model...

40 CFR 1042.104 - Exhaust emission standards for Category 3 engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... for other testing. (2) NOX standards apply based on the engine's model year and maximum in-use engine... Engines (g/kW-hr) Emission standards Model year Maximum in-use engine speed Less than130 RPM 130-2000RPM a... Tier 1 NOX standards apply as specified in 40 CFR part 94 for engines originally manufactured in model...

40 CFR 1042.104 - Exhaust emission standards for Category 3 engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... for other testing. (2) NOX standards apply based on the engine's model year and maximum in-use engine... Engines (g/kW-hr) Emission standards Model year Maximum in-use engine speed Less than130 RPM 130-2000RPM a... standards apply as specified in 40 CFR part 94 for engines originally manufactured in model years 2004...

40 CFR 1042.104 - Exhaust emission standards for Category 3 engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... for other testing. (2) NOX standards apply based on the engine's model year and maximum in-use engine... Engines (g/kW-hr) Emission standards Model year Maximum in-use engine speed Less than130 RPM 130-2000RPM a... standards apply as specified in 40 CFR part 94 for engines originally manufactured in model years 2004...

40 CFR 1042.104 - Exhaust emission standards for Category 3 engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... for other testing. (2) NOX standards apply based on the engine's model year and maximum in-use engine... Engines (g/kW-hr) Emission standards Model year Maximum in-use engine speed Less than130 RPM 130-2000RPM a... Tier 1 NOX standards apply as specified in 40 CFR part 94 for engines originally manufactured in model...

Efficiency droop suppression of distance-engineered surface plasmon-coupled photoluminescence in GaN-based quantum well LEDs

NASA Astrophysics Data System (ADS)

Li, Yufeng; Wang, Shuai; Su, Xilin; Tang, Weihan; Li, Qiang; Guo, Maofeng; Zhang, Ye; Zhang, Minyan; Yun, Feng; Hou, Xun

2017-11-01

Ag coated microgroove with extreme large aspect-ratio of 500:1 was fabricated on p-GaN capping layer to investigate the coupling behavior between quantum wells and surface plasmon in highly spatial resolution. Significant photoluminescence enhancement was observed when the distance between Ag film and QWs was reduced from 220 nm to about 20 nm. A maximum enhancement ratio of 18-fold was achieved at the groove bottom where the surface plasmonic coupling was considered the strongest. Such enhancement ratio was found highly affected by the excitation power density. It also shows high correlation to the internal quantum efficiency as a function of coupling effect and a maximum Purcell Factor of 1.75 was estimated at maximum coupling effect, which matches number calculated independently from the time-resolved photoluminescence measurement. With such Purcell Factor, the efficiency was greatly enhanced and the droop was significantly suppressed.

Development Status of the CECE Cryogenic Deep Throttling Demonstrator Engine

NASA Technical Reports Server (NTRS)

2008-01-01

As one of the first technology development programs awarded by NASA under the U.S. Space Exploration Policy (USSEP), the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic engine supporting ongoing trade studies for NASA's Lunar Lander descent stage. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the PWR RLI0, to develop and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in a high-energy, cryogenic engine. The testbed selected for the deep throttling demonstration phases of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. Two series of demonstrator engine tests, the first in April-May 2006 and the second in March-April 2007, have demonstrated in excess of 10:1 throttling of the hydrogen/oxygen expander cycle engine. Both test series have explored a combustion instability ("chug") environment at low throttled power levels. These tests have provided an early demonstration of an enabling cryogenic propulsion concept with invaluable system-level technology data acquisition toward design and development risk mitigation for future CECE Demonstrator engine tests.

Active Control of Fan Noise-Feasibility Study. Volume 2: Canceling Noise Source-Design of an Acoustic Plate Radiator Using Piezoceramic Actuators

NASA Technical Reports Server (NTRS)

Pla, F. G.; Rajiyah, H.

1995-01-01

The feasibility of using acoustic plate radiators powered by piezoceramic thin sheets as canceling sources for active control of aircraft engine fan noise is demonstrated. Analytical and numerical models of actuated beams and plates are developed and validated. An optimization study is performed to identify the optimum combination of design parameters that maximizes the plate volume velocity for a given resonance frequency. Fifteen plates with various plate and actuator sizes, thicknesses, and bonding layers were fabricated and tested using results from the optimization study. A maximum equivalent piston displacement of 0.39 mm was achieved with the optimized plate samples tested with only one actuator powered, corresponding to a plate deflection at the center of over 1 millimeter. This is very close to the deflection required for a full size engine application and represents a 160-fold improvement over previous work. Experimental results further show that performance is limited by the critical stress of the piezoceramic actuator and bonding layer rather than by the maximum moment available from the actuator. Design enhancements are described in detail that will lead to a flight-worthy acoustic plate radiator by minimizing actuator tensile stresses and reducing nonlinear effects. Finally, several adaptive tuning methods designed to increase the bandwidth of acoustic plate radiators are analyzed including passive, active, and semi-active approaches. The back chamber pressurization and volume variation methods are investigated experimentally and shown to be simple and effective ways to obtain substantial control over the resonance frequency of a plate radiator. This study shows that piezoceramic-based plate radiators can be a viable acoustic source for active control of aircraft engine fan noise.

DOE Office of Scientific and Technical Information (OSTI.GOV)

DiCostanzo, D; Ayan, A; Woollard, J

Purpose: To predict potential failures of hardware within the Varian TrueBeam linear accelerator in order to proactively replace parts and decrease machine downtime. Methods: Machine downtime is a problem for all radiation oncology departments and vendors. Most often it is the result of unexpected equipment failure, and increased due to lack of in-house clinical engineering support. Preventative maintenance attempts to assuage downtime, but often is ineffective at preemptively preventing many failure modes such as MLC motor failures, the need to tighten a gantry chain, or the replacement of a jaw motor, among other things. To attempt to alleviate downtime, softwaremore » was developed in house that determines the maximum value of each axis enumerated in the Truebeam trajectory log files. After patient treatments, this data is stored in a SQL database. Microsoft Power BI is used to plot the average maximum error of each day of each machine as a function of time. The results are then correlated with actual faults that occurred at the machine with the help of Varian service engineers. Results: Over the course of six months, 76,312 trajectory logs have been written into the database and plotted in Power BI. Throughout the course of analysis MLC motors have been replaced on three machines due to the early warning of the trajectory log analysis. The service engineers have also been alerted to possible gantry issues on one occasion due to the aforementioned analysis. Conclusion: Analyzing the trajectory log data is a viable and effective early warning system for potential failures of the TrueBeam linear accelerator. With further analysis and tightening of the tolerance values used to determine a possible imminent failure, it should be possible to pinpoint future issues more thoroughly and for more axes of motion.« less

SP-100 ground engineering system test site description and progress update

NASA Astrophysics Data System (ADS)

Baxter, William F.; Burchell, Gail P.; Fitzgibbon, Davis G.; Swita, Walter R.

1991-01-01

The SP-100 Ground Engineering System Test Site will provide the facilities for the testing of an SP-100 reactor, which is technically prototypic of the generic design for producing 100 kilowatts of electricity. This effort is part of the program to develop a compact, space-based power system capable of producing several hundred kilowatts of electrical power. The test site is located on the U.S. Department of Energy's Hanford Site near Richland, Washington. The site is minimizing capital equipment costs by utilizing existing facilities and equipment to the maximum extent possible. The test cell is located in a decommissioned reactor containment building, and the secondary sodium cooling loop will use equipment from the Fast Flux Test Facility plant which has never been put into service. Modifications to the facility and special equipment are needed to accommodate the testing of the SP-100 reactor. Definitive design of the Ground Engineering System Test Site facility modifications and systems is in progress. The design of the test facility and the testing equipment will comply with the regulations and specifications of the U.S. Department of Energy and the State of Washington.

Time Delay Analysis of Turbofan Engine Direct and Indirect Combustion Noise Sources

NASA Technical Reports Server (NTRS)

Miles, Jeffrey Hilton

2008-01-01

The core noise components of a dual spool turbofan engine were separated by the use of a coherence function. A source location technique based on adjusting the time delay between the combustor pressure sensor signal and the far-field microphone signal to maximize the coherence and remove as much variation of the phase angle with frequency as possible was used. The discovery was made that for the 130o microphone a 90.027 ms time shift worked best for the frequency band from 0 to 200 Hz while a 86.975 ms time shift worked best for the frequency band from 200 to 400 Hz. Hence, the 0 to 200 Hz band signal took more time than the 200 to 400 Hz band signal to travel the same distance. This suggests the 0 to 200 Hz coherent cross spectral density band is partly due to indirect combustion noise attributed to entropy fluctuations, which travel at the flow velocity, interacting with the turbine. The signal in the 200 to 400 Hz frequency band is attributed mostly to direct combustion noise. Results are presented herein for engine power settings of 48, 54, and 60 percent of the maximum power setting

The Effect of Clearance Distribution on the Performance of a Compression-ignition Engine with a Precombustion Chamber

NASA Technical Reports Server (NTRS)

Moore, C. S.; Collins, J. H. Jr

1932-01-01

The clearance distribution in a precombustion chamber cylinder head was varied so that for a constant compression ratio of 13.5 the spherical auxiliary chambers contained 20, 35, 50, and 70 per cent of the total clearance volume. Each chamber was connected to the cylinder by a single circular passage, flared at both ends, and of a cross-sectional area proportional to the chamber volume, thereby giving the same calculated air-flow velocity through each passage. Results of engine-performance tests are presented with variations of power, fuel consumption, explosion pressure, rate of pressure rise, ignition lag, heat loss to the cooling water, and motoring characteristics. For good performance the minimum auxiliary chamber volume, with the cylinder head design used, was 35 per cent of the total clearance volume; for larger volumes the performance improves but slightly. With the auxiliary chamber that contained 35 percent of the clearance volume there were obtained the lowest explosion pressures, medium rates of pressure rise, and slightly less than the maximum power. For all clearance distributions an increase in engine speed decreased the ignition lag in seconds and increased the rate of pressure rise.

Performance and Environmental Test Results of the High Voltage Hall Accelerator Engineering Development Unit

NASA Technical Reports Server (NTRS)

Kamhawi, Hani; Haag, Thomas; Huang, Wensheng; Shastry, Rohit; Pinero, Luis; Peterson, Todd; Mathers, Alex

2012-01-01

NASA Science Mission Directorate's In-Space Propulsion Technology Program is sponsoring the development of a 3.5 kW-class engineering development unit Hall thruster for implementation in NASA science and exploration missions. NASA Glenn and Aerojet are developing a high fidelity high voltage Hall accelerator that can achieve specific impulse magnitudes greater than 2,700 seconds and xenon throughput capability in excess of 300 kilograms. Performance, plume mappings, thermal characterization, and vibration tests of the high voltage Hall accelerator engineering development unit have been performed. Performance test results indicated that at 3.9 kW the thruster achieved a total thrust efficiency and specific impulse of 58%, and 2,700 sec, respectively. Thermal characterization tests indicated that the thruster component temperatures were within the prescribed material maximum operating temperature limits during full power thruster operation. Finally, thruster vibration tests indicated that the thruster survived the 3-axes qualification full-level random vibration test series. Pre and post-vibration test performance mappings indicated almost identical thruster performance. Finally, an update on the development progress of a power processing unit and a xenon feed system is provided.

Estimating maximum instantaneous distortion from inlet total pressure rms and PSD measurements. [Root Mean Square and Power Spectral Density methods

NASA Technical Reports Server (NTRS)

Melick, H. C., Jr.; Ybarra, A. H.; Bencze, D. P.

1975-01-01

An inexpensive method is developed to determine the extreme values of instantaneous inlet distortion. This method also provides insight into the basic mechanics of unsteady inlet flow and the associated engine reaction. The analysis is based on fundamental fluid dynamics and statistical methods to provide an understanding of the turbulent inlet flow and quantitatively relate the rms level and power spectral density (PSD) function of the measured time variant total pressure fluctuations to the strength and size of the low pressure regions. The most probable extreme value of the instantaneous distortion is then synthesized from this information in conjunction with the steady state distortion. Results of the analysis show the extreme values to be dependent upon the steady state distortion, the measured turbulence rms level and PSD function, the time on point, and the engine response characteristics. Analytical projections of instantaneous distortion are presented and compared with data obtained by a conventional, highly time correlated, 40 probe instantaneous pressure measurement system.

Thermoacoustically driven triboelectric nanogenerator: Combining thermoacoustics and nanoscience

NASA Astrophysics Data System (ADS)

Zhu, Shunmin; Yu, Aifang; Yu, Guoyao; Liu, Yudong; Zhai, Junyi; Dai, Wei; Luo, Ercang

2017-10-01

A thermoacoustic heat engine (TAHE) is a type of regenerative heat engine that converts external heat into mechanical power in the form of an acoustic wave with no moving mechanical components. One significant application of the TAHE is the generation of electricity by coupling an acoustic-to-electric conversion unit such as a linear motor or a piezoelectric ceramic assembly. However, present-day conversion technologies have considerable drawbacks, including structural complexity, high cost, and low reliability. The advent of triboelectric nanogenerators (TENGs) offers an alternative means to overcoming these shortcomings. In this paper, we propose a thermoacoustically driven TENG (TA-TENG) that continuously harvests external heat. A test rig involving a standing-wave TAHE and a contact-separation mode TENG was fabricated to demonstrate this concept. Currently, the TA-TENG produces a maximum output voltage of 10 V and a corresponding output power of 0.008 μW with a load of 400 MΩ, demonstrating the viability of this hybrid combination for electricity generation.

Mission Analysis for LEO Microwave Power-Beaming Station in Orbital Launch of Microwave Lightcraft

NASA Technical Reports Server (NTRS)

Myrabo, L. N.; Dickenson, T.

2005-01-01

A detailed mission analysis study has been performed for a 1 km diameter, rechargeable satellite solar power station (SPS) designed to boost 20m diameter, 2400 kg Micr,oWave Lightcraft (MWLC) into low earth orbit (LEO) Positioned in a 476 km daily-repeating oi.bit, the 35 GHz microwave power station is configured like a spinning, thin-film bicycle wheel covered by 30% efficient sola cells on one side and billions of solid state microwave transmitter elements on the other, At the rim of this wheel are two superconducting magnets that can stor,e 2000 G.J of energy from the 320 MW, solar array over a period of several orbits. In preparation for launch, the entire station rotates to coarsely point at the Lightcraft, and then phases up using fine-pointing information sent from a beacon on-board the Lightcraft. Upon demand, the station transmits a 10 gigawatt microwave beam to lift the MWLC from the earth surface into LEO in a flight of several minutes duration. The mission analysis study was comprised of two parts: a) Power station assessment; and b) Analysis of MWLC dynamics during the ascent to orbit including the power-beaming relationships. The power station portion addressed eight critical issues: 1) Drag force vs. station orbital altitude; 2) Solar pressure force on the station; 3) Station orbital lifetime; 4) Feasibility of geo-magnetic re-boost; 5) Beta angle (i..e., sola1 alignment) and power station effective area relationship; 6) Power station percent time in sun vs, mission elapsed time; 7) Station beta angle vs.. charge time; 8) Stresses in station structures.. The launch dynamics portion examined four issues: 1) Ascent mission/trajecto1y profile; 2) MWLC/power-station mission geometry; 3) MWLC thrust angle vs. time; 4) Power station pitch rate during power beaming. Results indicate that approximately 0 58 N of drag force acts upon the station when rotated edge-on to project the minimum frontal area of 5000 sq m. An ion engine or perhaps an electrodynamic thruster (i.e., geomagnetic re-boost) station-keeping system can maintain the orbit altitude. The rate at which the power station s superconducting magnetic energy storage system (SMES) is 'charged' directly relates to the beta angle since the station is operating in the edge-on attitude. The maximum charge rate occurs when the beta angle is at its maximum because time in the sun and projected area of the station are, too, at their maximums For the maximum charge of 2000 G.J with a maximum beta angle of 52 degrees, approximately 3 hours (2 orbital revolutions) are required to reach the full charge, while about 16 hours (10.3 revolutions) are required when the beta angle is 10 degrees. Overall, the LEO station concept appears to be a viable candidate fo1 the formidable power-beaming infrastructure needed to boost MWLC into low earth orbit.

Design of a Millimeter-Wave Concentrator for Beam Reception in High-Power Wireless Power Transfer

NASA Astrophysics Data System (ADS)

Fukunari, Masafumi; Wongsuryrat, Nat; Yamaguchi, Toshikazu; Nakamura, Yusuke; Komurasaki, Kimiya; Koizumi, Hiroyuki

2017-02-01

This study examined the performance of a developed taper-tube concentrator for 94-GHz millimeter-wave beam reception during wireless power transfer. The received energy is converted into kinetic energy of a working gas in the tube to drive an engine or thruster. The concentrator, which is assumed to have mirror reflection of millimeter waves in it, is designed to be shorter than conventional tapered waveguides of millimeter waves. A dimensionless design law of a concentrator is proposed based on geometric optics theory. Because the applicability of geometric optics theory is unclear, the ratio of its bore diameter to its wavelength was set as small compared to those in other possible applications. Then, the discrepancy between the designed and measured power reception was examined. Results show that the maximum discrepancy was as low as 7 % for the bore-to-wavelength ratio of 20 at the narrow end of the concentrator.

Final Report: Utilizing Alternative Fuel Ignition Properties to Improve SI and CI Engine Efficiency

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wooldridge, Margaret; Boehman, Andre; Lavoie, George

Experimental and modeling studies were completed to explore leveraging physical and chemical fuel properties for improved thermal efficiency of internal combustion engines. Fundamental studies of the ignition chemistry of ethanol and iso-octane blends and constant volume spray chamber studies of gasoline and diesel sprays supported the core research effort which used several reciprocating engine platforms. Single cylinder spark ignition (SI) engine studies were carried out to characterize the impact of ethanol/gasoline, syngas (H 2 and CO)/gasoline and other oxygenate/gasoline blends on engine performance. The results of the single-cylinder engine experiments and other data from the literature were used to trainmore » a GT Power model and to develop a knock criteria based on reaction chemistry. The models were used to interpret the experimental results and project future performance. Studies were also carried out using a state of the art, direct injection (DI) turbocharged multi- cylinder engine with piezo-actuated fuel injectors to demonstrate the promising spray and spark timing strategies from single-cylinder engine studies on the multi-cylinder engine. Key outcomes and conclusions of the studies were: 1. Efficiency benefits of ethanol and gasoline fuel blends were consistent and substantial (e.g. 5-8% absolute improvement in gross indicated thermal efficiency (GITE)). 2. The best ethanol/gasoline blend (based on maximum thermal efficiency) was determined by the engine hardware and limits based on component protection (e.g. peak in-cylinder pressure or maximum turbocharger inlet temperature) – and not by knock limits. Blends with <50% ethanol delivered significant thermal efficiency gains with conventional SI hardware while maintain good safety integrity to the engine hardware. 3. Other compositions of fuel blends including syngas (H 2 and CO) and other dilution strategies provided significant efficiency gains as well (e.g. 5% absolute improvement in ITE). 4. When the combination of engine and fuel system is not knock limited, multiple fuel injection events maintain thermal efficiency while improving engine-out emissions (e.g. CO, UHC, and particulate number).« less

Three-dimensionally printed biological machines powered by skeletal muscle.

PubMed

Cvetkovic, Caroline; Raman, Ritu; Chan, Vincent; Williams, Brian J; Tolish, Madeline; Bajaj, Piyush; Sakar, Mahmut Selman; Asada, H Harry; Saif, M Taher A; Bashir, Rashid

2014-07-15

Combining biological components, such as cells and tissues, with soft robotics can enable the fabrication of biological machines with the ability to sense, process signals, and produce force. An intuitive demonstration of a biological machine is one that can produce motion in response to controllable external signaling. Whereas cardiac cell-driven biological actuators have been demonstrated, the requirements of these machines to respond to stimuli and exhibit controlled movement merit the use of skeletal muscle, the primary generator of actuation in animals, as a contractile power source. Here, we report the development of 3D printed hydrogel "bio-bots" with an asymmetric physical design and powered by the actuation of an engineered mammalian skeletal muscle strip to result in net locomotion of the bio-bot. Geometric design and material properties of the hydrogel bio-bots were optimized using stereolithographic 3D printing, and the effect of collagen I and fibrin extracellular matrix proteins and insulin-like growth factor 1 on the force production of engineered skeletal muscle was characterized. Electrical stimulation triggered contraction of cells in the muscle strip and net locomotion of the bio-bot with a maximum velocity of ∼ 156 μm s(-1), which is over 1.5 body lengths per min. Modeling and simulation were used to understand both the effect of different design parameters on the bio-bot and the mechanism of motion. This demonstration advances the goal of realizing forward-engineered integrated cellular machines and systems, which can have a myriad array of applications in drug screening, programmable tissue engineering, drug delivery, and biomimetic machine design.

On-Line Thermal Barrier Coating Monitoring for Real-Time Failure Protection and Life Maximization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dennis H. LeMieux

2005-04-01

Under the sponsorship of the U. S. Department of Energy's National Energy Laboratory, Siemens Westinghouse Power Corporation proposes a four year program titled, ''On-Line Thermal Barrier Coating (TBC) Monitor for Real-Time Failure Protection and Life Maximization'', to develop, build and install the first generation of an on-line TBC monitoring system for use on land-based advanced gas turbines (AGT). Federal deregulation in electric power generation has accelerated power plant owner's demand for improved reliability availability maintainability (RAM) of the land-based advanced gas turbines. As a result, firing temperatures have been increased substantially in the advanced turbine engines, and the TBCs havemore » been developed for maximum protection and life of all critical engine components operating at these higher temperatures. Losing TBC protection can therefore accelerate the degradation of substrate components materials and eventually lead to a premature failure of critical component and costly unscheduled power outages. This program seeks to substantially improve the operating life of high cost gas turbine components using TBC; thereby, lowering the cost of maintenance leading to lower cost of electricity. Siemens Westinghouse Power Corporation has teamed with Indigo Systems, a supplier of state-of-the-art infrared camera systems, and Wayne State University, a leading research organization in the field of infrared non-destructive examination (NDE), to complete the program.« less

ON-LINE THERMAL BARRIER COATING MONITORING FOR REAL-TIME FAILURE PROTECTION AND LIFE MAXIMIZATION

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dennis H. LeMieux

2003-10-01

Under the sponsorship of the U. S. Department of Energy's National Energy Laboratory, Siemens Westinghouse Power Corporation proposes a four year program titled, ''On-Line Thermal Barrier Coating (TBC) Monitor for Real-Time Failure Protection and Life Maximization,'' to develop, build and install the first generation of an on-line TBC monitoring system for use on land-based advanced gas turbines (AGT). Federal deregulation in electric power generation has accelerated power plant owner's demand for improved reliability, availability, and maintainability (RAM) of the land-based advanced gas turbines. As a result, firing temperatures have been increased substantially in the advanced turbine engines, and the TBCsmore » have been developed for maximum protection and life of all critical engine components operating at these higher temperatures. Losing TBC protection can, therefore, accelerate the degradation of substrate component materials and eventually lead to a premature failure of critical components and costly unscheduled power outages. This program seeks to substantially improve the operating life of high cost gas turbine components using TBC; thereby, lowering the cost of maintenance leading to lower cost of electricity. Siemens Westinghouse Power Corporation has teamed with Indigo Systems, a supplier of state-of-the-art infrared camera systems, and Wayne State University, a leading research organization in the field of infrared non-destructive examination (NDE), to complete the program.« less

ON-LINE THERMAL BARRIER COATING MONITORING FOR REAL-TIME FAILURE PROTECTION AND LIFE MAXIMIZATION

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dennis H. LeMieux

2003-07-01

Under the sponsorship of the U. S. Department of Energy's National Energy Laboratory, Siemens Westinghouse Power Corporation proposes a four year program titled, ''On-Line Thermal Barrier Coating (TBC) Monitor for Real-Time Failure Protection and Life Maximization,'' to develop, build and install the first generation of an on-line TBC monitoring system for use on land-based advanced gas turbines (AGT). Federal deregulation in electric power generation has accelerated power plant owner's demand for improved reliability, availability, and maintainability (RAM) of the land-based advanced gas turbines. As a result, firing temperatures have been increased substantially in the advanced turbine engines, and the TBCsmore » have been developed for maximum protection and life of all critical engine components operating at these higher temperatures. Losing TBC protection can, therefore, accelerate the degradation of substrate component materials and eventually lead to a premature failure of critical components and costly unscheduled power outages. This program seeks to substantially improve the operating life of high cost gas turbine components using TBC; thereby, lowering the cost of maintenance leading to lower cost of electricity. Siemens Westinghouse Power Corporation has teamed with Indigo Systems, a supplier of state-of-the-art infrared camera systems, and Wayne State University, a leading research organization in the field of infrared non-destructive examination (NDE), to complete the program.« less

On-Line Thermal Barrier Coating Monitoring for Real-Time Failure Protection and Life Maximization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dennis H. LeMieux

2005-10-01

Under the sponsorship of the U. S. Department of Energy's National Energy Laboratory, Siemens Power Generation, Inc proposed a four year program titled, ''On-Line Thermal Barrier Coating (TBC) Monitor for Real-Time Failure Protection and Life Maximization'', to develop, build and install the first generation of an on-line TBC monitoring system for use on land-based advanced gas turbines (AGT). Federal deregulation in electric power generation has accelerated power plant owner's demand for improved reliability availability maintainability (RAM) of the land-based advanced gas turbines. As a result, firing temperatures have been increased substantially in the advanced turbine engines, and the TBCs havemore » been developed for maximum protection and life of all critical engine components operating at these higher temperatures. Losing TBC protection can therefore accelerate the degradation of substrate components materials and eventually lead to a premature failure of critical component and costly unscheduled power outages. This program seeks to substantially improve the operating life of high cost gas turbine components using TBC; thereby, lowering the cost of maintenance leading to lower cost of electricity. Siemens Power Generation, Inc. has teamed with Indigo Systems, a supplier of state-of-the-art infrared camera systems, and Wayne State University, a leading research organization in the field of infrared non-destructive examination (NDE), to complete the program.« less

High-Cycle Fatigue Resistance of Si-Mo Ductile Cast Iron as Affected by Temperature and Strain Rate

NASA Astrophysics Data System (ADS)

Matteis, Paolo; Scavino, Giorgio; Castello, Alessandro; Firrao, Donato

2015-09-01

Silicon-molybdenum ductile cast irons are used to fabricate exhaust manifolds of internal combustion engines of large series cars, where the maximum pointwise temperature at full engine load may be higher than 973 K (700 °C). In this application, high-temperature oxidation and thermo-mechanical fatigue (the latter being caused by the engine start and stop and by the variation of its power output) have been the subject of several studies and are well known, whereas little attention has been devoted to the high-cycle fatigue, arising from the engine vibration. Therefore, the mechanical behavior of Si-Mo cast iron is studied here by means of stress-life fatigue tests up to 10 million cycles, at temperatures gradually increasing up to 973 K (700 °C). The mechanical characterization is completed by tensile and compressive tests and ensuing fractographic examinations; the mechanical test results are correlated with the cast iron microstructure and heat treatment.

Tripropellant engine study

NASA Technical Reports Server (NTRS)

Wheeler, D. B.

1977-01-01

Work conducted was devoted to three main tasks. Thermochemical equilibrium performance data were assembled to establish the expected performance calculations of the mode 1 engine propellant combinations and thermodynamic and transport data for the products of combustion. Turbine drive gas characteristics were also established. Thrust chamber and nozzle cooling studies were devoted to the evaluation of H2, C3H8, CH4, and RP-1 as coolants in the existing SSME cooling circuit geometry. It was found that all these candidate coolants are feasible without limiting the desired operating conditions with the exception of RP-1, which would limit the maximum P(c) to 2000 psia. RP-1 could be used, however, to cool the nozzle only without imposing the chamber pressure limit. A total of 15 candidate engine system cycles were selected and a preliminary engine system balance was conducted for 12 of these systems to establish component operating flowrates, pressures and temperatures. It was found that the staged combustion cycles employing fuel rich LOX/hydrocarbon turbine drive gases are power limited.

Horse Hoof Protectors

NASA Technical Reports Server (NTRS)

2004-01-01

Power Pads, shown here, were designed to support and cushion horses' hooves while walking, rurning, and jumping, thus reducing the risk of injury. The pads utilize magnets implanted in the pads to increase blood circulation, not only reducing the chance of injury, but also speeding up the healing process if an injury does occur. Marshall Space Flight Center materials engineer Deborah Dianne Schmidt and materials technician Anthony Schaffer contributed to the design by providing fatigue stress analysis to the prototypes, thus helping determine the best configuration and maximum durability.

Benefit from NASA

NASA Image and Video Library

2004-04-15

Power Pads, shown here, were designed to support and cushion horses' hooves while walking, rurning, and jumping, thus reducing the risk of injury. The pads utilize magnets implanted in the pads to increase blood circulation, not only reducing the chance of injury, but also speeding up the healing process if an injury does occur. Marshall Space Flight Center materials engineer Deborah Dianne Schmidt and materials technician Anthony Schaffer contributed to the design by providing fatigue stress analysis to the prototypes, thus helping determine the best configuration and maximum durability.

Conceptual Design Study of Air Bearing/Suction Hold-Down Devices for Vertical Landing Aircraft

DTIC Science & Technology

1977-03-21

Brakes are locked. (e) Pilot can control hold-down force. (f) System can be operated from ship’s power after engine shutdown. (g) Low translation... pneumatic snubbers also serve to lift the skirt to its maximum height, when the system is ietracted, by reversing the pressure in the cylinder. A bellows...drag of the Elastic Trunk System is a function of the trunk reaction against the deck (flattening) and the braking coefficient of friction. For rubber

A micrometre-sized heat engine operating between bacterial reservoirs

NASA Astrophysics Data System (ADS)

Krishnamurthy, Sudeesh; Ghosh, Subho; Chatterji, Dipankar; Ganapathy, Rajesh; Sood, A. K.

2016-12-01

Artificial microscale heat engines are prototypical models to explore the mechanisms of energy transduction in a fluctuation-dominated regime. The heat engines realized so far on this scale have operated between thermal reservoirs, such that stochastic thermodynamics provides a precise framework for quantifying their performance. It remains to be seen whether these concepts readily carry over to situations where the reservoirs are out of equilibrium, a scenario of particular importance to the functioning of synthetic and biological microscale engines and motors. Here, we experimentally realize a micrometre-sized active Stirling engine by periodically cycling a colloidal particle in a time-varying optical potential across bacterial baths characterized by different degrees of activity. We find that the displacement statistics of the trapped particle becomes increasingly non-Gaussian with activity and contributes substantially to the overall power output and the efficiency. Remarkably, even for engines with the same energy input, differences in non-Gaussianity of reservoir noise results in distinct performances. At high activities, the efficiency of our engines surpasses the equilibrium saturation limit of Stirling efficiency, the maximum efficiency of a Stirling engine where the ratio of cold to hot reservoir temperatures is vanishingly small. Our experiments provide fundamental insights into the functioning of micromotors and engines operating out of equilibrium.

Honeywell: Comfort and economy

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lukaszewski, J.

1995-12-31

The presentation of the Company starts with having it ranked among the ones operating on the customers` market or those acting on the professional market. But it is not so. Honeywell is beyond such simple criteria. We are a company supplying products, systems and services related with generally conceived automatic control engineering, yet the operational range does comprise so many apparently diversified fields, for instance automatic control in aeronautics, heavy power engineering, building of apartment buildings, detached houses, heat engineering and some others. Nevertheless, our targets are always the same: maximum increase in efficiency and reliability of the process linesmore » controlled by our systems as well as securing the best comfort of work and rest for people who stay in the buildings controlled by our devices. Simultaneously, the utilization of energy sources and the natural environment resources must be as sensible as possible.« less

Irreversible and endoreversible behaviors of the LD-model for heat devices: the role of the time constraints and symmetries on the performance at maximum χ figure of merit

NASA Astrophysics Data System (ADS)

Gonzalez-Ayala, Julian; Calvo Hernández, A.; Roco, J. M. M.

2016-07-01

The main unified energetic properties of low dissipation heat engines and refrigerator engines allow for both endoreversible or irreversible configurations. This is accomplished by means of the constraints imposed on the characteristic global operation time or the contact times between the working system with the external heat baths and modulated by the dissipation symmetries. A suited unified figure of merit (which becomes power output for heat engines) is analyzed and the influence of the symmetries on the optimum performance discussed. The obtained results, independent on any heat transfer law, are faced with those obtained from Carnot-like heat models where specific heat transfer laws are needed. Thus, it is shown that only the inverse phenomenological law, often used in linear irreversible thermodynamics, correctly reproduces all optimized values for both the efficiency and coefficient of performance values.

Synthetic and systems biology for microbial production of commodity chemicals.

PubMed

Chubukov, Victor; Mukhopadhyay, Aindrila; Petzold, Christopher J; Keasling, Jay D; Martín, Héctor García

2016-01-01

The combination of synthetic and systems biology is a powerful framework to study fundamental questions in biology and produce chemicals of immediate practical application such as biofuels, polymers, or therapeutics. However, we cannot yet engineer biological systems as easily and precisely as we engineer physical systems. In this review, we describe the path from the choice of target molecule to scaling production up to commercial volumes. We present and explain some of the current challenges and gaps in our knowledge that must be overcome in order to bring our bioengineering capabilities to the level of other engineering disciplines. Challenges start at molecule selection, where a difficult balance between economic potential and biological feasibility must be struck. Pathway design and construction have recently been revolutionized by next-generation sequencing and exponentially improving DNA synthesis capabilities. Although pathway optimization can be significantly aided by enzyme expression characterization through proteomics, choosing optimal relative protein expression levels for maximum production is still the subject of heuristic, non-systematic approaches. Toxic metabolic intermediates and proteins can significantly affect production, and dynamic pathway regulation emerges as a powerful but yet immature tool to prevent it. Host engineering arises as a much needed complement to pathway engineering for high bioproduct yields; and systems biology approaches such as stoichiometric modeling or growth coupling strategies are required. A final, and often underestimated, challenge is the successful scale up of processes to commercial volumes. Sustained efforts in improving reproducibility and predictability are needed for further development of bioengineering.

Synthetic and systems biology for microbial production of commodity chemicals

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chubukov, Victor; Mukhopadhyay, Aindrila; Petzold, Christopher J.

The combination of synthetic and systems biology is a powerful framework to study fundamental questions in biology and produce chemicals of immediate practical application such as biofuels, polymers, or therapeutics. However, we cannot yet engineer biological systems as easily and precisely as we engineer physical systems. In this review, we describe the path from the choice of target molecule to scaling production up to commercial volumes. We present and explain some of the current challenges and gaps in our knowledge that must be overcome in order to bring our bioengineering capabilities to the level of other engineering disciplines. Challenges startmore » at molecule selection, where a difficult balance between economic potential and biological feasibility must be struck. Pathway design and construction have recently been revolutionized by next-generation sequencing and exponentially improving DNA synthesis capabilities. Although pathway optimization can be significantly aided by enzyme expression characterization through proteomics, choosing optimal relative protein expression levels for maximum production is still the subject of heuristic, non-systematic approaches. Toxic metabolic intermediates and proteins can significantly affect production, and dynamic pathway regulation emerges as a powerful but yet immature tool to prevent it. Host engineering arises as a much needed complement to pathway engineering for high bioproduct yields; and systems biology approaches such as stoichiometric modeling or growth coupling strategies are required. A final, and often underestimated, challenge is the successful scale up of processes to commercial volumes. Sustained efforts in improving reproducibility and predictability are needed for further development of bioengineering.« less

Synthetic and systems biology for microbial production of commodity chemicals

DOE PAGES

Chubukov, Victor; Mukhopadhyay, Aindrila; Petzold, Christopher J.; ...

2016-04-07

The combination of synthetic and systems biology is a powerful framework to study fundamental questions in biology and produce chemicals of immediate practical application such as biofuels, polymers, or therapeutics. However, we cannot yet engineer biological systems as easily and precisely as we engineer physical systems. In this review, we describe the path from the choice of target molecule to scaling production up to commercial volumes. We present and explain some of the current challenges and gaps in our knowledge that must be overcome in order to bring our bioengineering capabilities to the level of other engineering disciplines. Challenges startmore » at molecule selection, where a difficult balance between economic potential and biological feasibility must be struck. Pathway design and construction have recently been revolutionized by next-generation sequencing and exponentially improving DNA synthesis capabilities. Although pathway optimization can be significantly aided by enzyme expression characterization through proteomics, choosing optimal relative protein expression levels for maximum production is still the subject of heuristic, non-systematic approaches. Toxic metabolic intermediates and proteins can significantly affect production, and dynamic pathway regulation emerges as a powerful but yet immature tool to prevent it. Host engineering arises as a much needed complement to pathway engineering for high bioproduct yields; and systems biology approaches such as stoichiometric modeling or growth coupling strategies are required. A final, and often underestimated, challenge is the successful scale up of processes to commercial volumes. Sustained efforts in improving reproducibility and predictability are needed for further development of bioengineering.« less

Testing the magnetar scenario for superluminous supernovae with circular polarimetry

NASA Astrophysics Data System (ADS)

Cikota, Aleksandar; Leloudas, Giorgos; Bulla, Mattia; Inserra, Cosimo; Chen, Ting-Wan; Spyromilio, Jason; Patat, Ferdinando; Cano, Zach; Cikota, Stefan; Coughlin, Michael W.; Kankare, Erkki; Lowe, Thomas B.; Maund, Justyn R.; Rest, Armin; Smartt, Stephen J.; Smith, Ken W.; Wainscoat, Richard J.; Young, David R.

2018-05-01

Superluminous supernovae (SLSNe) are at least ˜5 times more luminous than common supernovae (SNe). Especially hydrogen-poor SLSN-I are difficult to explain with conventional powering mechanisms. One possible scenario that might explain such luminosities is that SLSNe-I are powered by an internal engine, such as a magnetar or an accreting black hole. Strong magnetic fields or collimated jets can circularly polarize light. In this work, we measured circular polarization of two SLSNe-I with the FOcal Reducer and low dispersion Spectrograph (FORS2) mounted at the ESO's Very Large Telescope (VLT). PS17bek, a fast evolving SLSN-I, was observed around peak, while OGLE16dmu, a slowly evolving SLSN-I, was observed 100 days after maximum. Neither SLSN shows evidence of circularly polarized light, however, these non-detections do not rule out the magnetar scenario as the powering engine for SLSNe-I. We calculate the strength of the magnetic field and the expected circular polarization as a function of distance from the magnetar, which decreases very fast. Additionally, we observed no significant linear polarization for PS17bek at four epochs, suggesting that the photosphere near peak is close to spherical symmetry.

Subsonic flight test evaluation of a performance seeking control algorithm on an F-15 airplane

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B.; Orme, John S.

1992-01-01

The subsonic flight test evaluation phase of the NASA F-15 (powered by F 100 engines) performance seeking control program was completed for single-engine operation at part- and military-power settings. The subsonic performance seeking control algorithm optimizes the quasi-steady-state performance of the propulsion system for three modes of operation. The minimum fuel flow mode minimizes fuel consumption. The minimum thrust mode maximizes thrust at military power. Decreases in thrust-specific fuel consumption of 1 to 2 percent were measured in the minimum fuel flow mode; these fuel savings are significant, especially for supersonic cruise aircraft. Decreases of up to approximately 100 degree R in fan turbine inlet temperature were measured in the minimum temperature mode. Temperature reductions of this magnitude would more than double turbine life if inlet temperature was the only life factor. Measured thrust increases of up to approximately 15 percent in the maximum thrust mode cause substantial increases in aircraft acceleration. The system dynamics of the closed-loop algorithm operation were good. The subsonic flight phase has validated the performance seeking control technology, which can significantly benefit the next generation of fighter and transport aircraft.

Comparison of aldehyde emissions simulation with FTIR measurements in the exhaust of a spark ignition engine fueled by ethanol

NASA Astrophysics Data System (ADS)

Zarante, Paola Helena Barros; Sodré, José Ricardo

2018-07-01

This work presents a numerical simulation model for aldehyde formation and exhaust emissions from ethanol-fueled spark ignition engines. The aldehyde simulation model was developed using FORTRAN software, with the input data obtained from the dedicated engine cycle simulation software AVL BOOST. The model calculates formaldehyde and acetaldehyde concentrations from post-flame partial oxidation of methane, ethane and unburned ethanol. The calculated values were compared with experimental data obtained from a mid-size sedan powered by a 1.4-l spark ignition engine, tested on a chassis dynamometer. Exhaust aldehyde concentrations were determined using a Fourier Transform Infrared (FTIR) Spectroscopy analyzer. In general, the results demonstrate that the concentrations of aldehydes and the source elements increased with engine speed and exhaust gas temperature. The measured acetaldehyde concentrations showed values from 3 to 6 times higher than formaldehyde in the range studied. The model could predict reasonably well the qualitative experimental trends, with the quantitative results showing a maximum discrepancy of 39% for acetaldehyde concentration and 21 ppm for exhaust formaldehyde.

Comparison of aldehyde emissions simulation with FTIR measurements in the exhaust of a spark ignition engine fueled by ethanol

NASA Astrophysics Data System (ADS)

Zarante, Paola Helena Barros; Sodré, José Ricardo

2018-02-01

This work presents a numerical simulation model for aldehyde formation and exhaust emissions from ethanol-fueled spark ignition engines. The aldehyde simulation model was developed using FORTRAN software, with the input data obtained from the dedicated engine cycle simulation software AVL BOOST. The model calculates formaldehyde and acetaldehyde concentrations from post-flame partial oxidation of methane, ethane and unburned ethanol. The calculated values were compared with experimental data obtained from a mid-size sedan powered by a 1.4-l spark ignition engine, tested on a chassis dynamometer. Exhaust aldehyde concentrations were determined using a Fourier Transform Infrared (FTIR) Spectroscopy analyzer. In general, the results demonstrate that the concentrations of aldehydes and the source elements increased with engine speed and exhaust gas temperature. The measured acetaldehyde concentrations showed values from 3 to 6 times higher than formaldehyde in the range studied. The model could predict reasonably well the qualitative experimental trends, with the quantitative results showing a maximum discrepancy of 39% for acetaldehyde concentration and 21 ppm for exhaust formaldehyde.

Optimal low symmetric dissipation Carnot engines and refrigerators

NASA Astrophysics Data System (ADS)

de Tomás, C.; Hernández, A. Calvo; Roco, J. M. M.

2012-01-01

A unified optimization criterion for Carnot engines and refrigerators is proposed. It consists of maximizing the product of the heat absorbed by the working system times the efficiency per unit time of the device, either the engine or the refrigerator. This criterion can be applied to both low symmetric dissipation Carnot engines and refrigerators. For engines the criterion coincides with the maximum power criterion and then the Curzon-Ahlborn efficiency ηCA=1-Tc/Th is recovered, where Th and Tc are the temperatures of the hot and cold reservoirs, respectively [Esposito, Kawai, Lindenberg, and Van den Broeck, Phys. Rev. Lett.PRLTAO0031-900710.1103/PhysRevLett.105.150603 105, 150603 (2010)]. For refrigerators the criterion provides the counterpart of Curzon-Ahlborn efficiency for refrigerators ɛCA=[1/(1-(Tc/Th)]-1, first derived by Yan and Chen for the particular case of an endoreversible Carnot-type refrigerator with linear (Newtonian) finite heat transfer laws [Yan and Chen, J. Phys. D: Appl. Phys.JPAPBE0022-372710.1088/0022-3727/23/2/002 23, 136 (1990)].

High-Energy Space Propulsion Based on Magnetized Target Fusion

NASA Technical Reports Server (NTRS)

Thio, Y. C. F.; Freeze, B.; Kirkpatrick, R. C.; Landrum, B.; Gerrish, H.; Schmidt, G. R.

1999-01-01

A conceptual study is made to explore the feasibility of applying magnetized target fusion (MTF) to space propulsion for omniplanetary travel. Plasma-jet driven MTF not only is highly amenable to space propulsion, but also has a number of very attractive features for this application: 1) The pulsed fusion scheme provides in situ a very dense hydrogenous liner capable of moderating the neutrons, converting more than 97% of the neutron energy into charged particle energy of the fusion plasma available for propulsion. 2) The fusion yield per pulse can be maintained at an attractively low level (< 1 GJ) despite a respectable gain in excess of 70. A compact, low-weight engine is the result. An engine with a jet power of 25 GW, a thrust of 66 kN, and a specific impulse of 77,000 s, can be achieved with an overall engine mass of about 41 metric tons, with a specific power density of 605 kW/kg, and a specific thrust density of 1.6 N/kg. The engine is rep-rated at 40 Hz to provide this power and thrust level. At a practical rep-rate limit of 200 Hz, the engine can deliver 128 GW jet power and 340 kN of thrust, at specific power and thrust density of 1,141 kW/kg and 3 N/kg respectively. 3) It is possible to operate the magnetic nozzle as a magnetic flux compression generator in this scheme, while attaining a high nozzle efficiency of 80% in converting the spherically radial momentum of the fusion plasma to an axial impulse. 4) A small fraction of the electrical energy generated from the flux compression is used directly to recharge the capacitor bank and other energy storage equipment, without the use of a highvoltage DC power supply. A separate electrical generator is not necessary. 5) Due to the simplicity of the electrical circuit and the components, involving mainly inductors, capacitors, and plasma guns, which are connected directly to each other without any intermediate equipment, a high rep-rate (with a maximum of 200 Hz) appears practicable. 6) All fusion related components are within the current state of the art for pulsed power technology. Experimental facilities with the required pulsed power capabilities already exist. 7) The scheme does not require prefabricated fuel target and liner hardware in any esoteric form or state. All necessary fuel and liner material are introduced into the engine in the form of ordinary matter in gaseous state at room temperature, greatly simplifying their handling on board. They are delivered into the fusion reaction chamber in a completely standoff manner.

A New Method to Measure Temperature and Burner Pattern Factor Sensing for Active Engine Control

NASA Technical Reports Server (NTRS)

Ng, Daniel

1999-01-01

The determination of the temperatures of extended surfaces which exhibit non-uniform temperature variation is very important for a number of applications including the "Burner Pattern Factor" (BPF) of turbine engines. Exploratory work has shown that use of BPF to control engine functions can result in many benefits, among them reduction in engine weight, reduction in operating cost, increase in engine life, while attaining maximum engine efficiency. Advanced engines are expected to operate at very high temperature to achieve high efficiency. Brief exposure of engine components to higher than design temperatures due to non-uniformity in engine burner pattern can reduce engine life. The engine BPF is a measure of engine temperature uniformity. Attainment of maximum temperature uniformity and high temperatures is key to maximum efficiency and long life. A new approach to determine through the measurement of just one radiation spectrum by a multiwavelength pyrometer is possible. This paper discusses a new temperature sensing approach and its application to determine the BPF.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (phi) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui Joe; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions.This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio(theta) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

Coenzyme Engineering of a Hyperthermophilic 6-Phosphogluconate Dehydrogenase from NADP+ to NAD+ with Its Application to Biobatteries

NASA Astrophysics Data System (ADS)

Chen, Hui; Zhu, Zhiguang; Huang, Rui; Zhang, Yi-Heng Percival

2016-11-01

Engineering the coenzyme specificity of redox enzymes plays an important role in metabolic engineering, synthetic biology, and biocatalysis, but it has rarely been applied to bioelectrochemistry. Here we develop a rational design strategy to change the coenzyme specificity of 6-phosphogluconate dehydrogenase (6PGDH) from a hyperthermophilic bacterium Thermotoga maritima from its natural coenzyme NADP+ to NAD+. Through amino acid-sequence alignment of NADP+- and NAD+-preferred 6PGDH enzymes and computer-aided substrate-coenzyme docking, the key amino acid residues responsible for binding the phosphate group of NADP+ were identified. Four mutants were obtained via site-directed mutagenesis. The best mutant N32E/R33I/T34I exhibited a ~6.4 × 104-fold reversal of the coenzyme selectivity from NADP+ to NAD+. The maximum power density and current density of the biobattery catalyzed by the mutant were 0.135 mW cm-2 and 0.255 mA cm-2, ~25% higher than those obtained from the wide-type 6PGDH-based biobattery at the room temperature. By using this 6PGDH mutant, the optimal temperature of running the biobattery was as high as 65 °C, leading to a high power density of 1.75 mW cm-2. This study demonstrates coenzyme engineering of a hyperthermophilic 6PGDH and its application to high-temperature biobatteries.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66% reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50% of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

Review Of Laser Lightcraft Propulsion System

DOE Office of Scientific and Technical Information (OSTI.GOV)

Davis, Eric W.; Mead, Franklin B. Jr

Laser-powered 'Lightcraft' systems that deliver nano-satellites to LEO have been studied for the Air Force Research Laboratory (AFRL). The study was built on the extensive Lightcraft laser propulsion technology already developed by theoretical and experimental work by the AFRL's Propulsion Directorate at Edwards AFB, CA. Here we review the history and engineering-physics of the laser Lightcraft system and its propulsive performance. We will also review the effectiveness and cost of a Lightcraft vehicle powered by a high-energy laser beam. One result of this study is the significant influence of laser wavelength on the power lost during laser beam propagation throughmore » Earth's atmosphere and in space. It was discovered that energy and power losses in the laser beam are extremely sensitive to wavelength for Earth-To-Orbit missions, and this significantly affects the amount of mass that can be placed into orbit for a given maximum amount of radiated power from a ground-based laser.« less

Thermoelectric Energy Conversion Technology for High-Altitude Airships

NASA Technical Reports Server (NTRS)

Choi, Sang H.; Elliott, James R.; King, Glen C.; Park, Yeonjoon; Kim, Jae-Woo; Chu, Sang-Hyon

2011-01-01

The High Altitude Airship (HAA) has various application potential and mission scenarios that require onboard energy harvesting and power distribution systems. The power technology for HAA maneuverability and mission-oriented applications must come from its surroundings, e.g. solar power. The energy harvesting system considered for HAA is based on the advanced thermoelectric (ATE) materials being developed at NASA Langley Research Center. The materials selected for ATE are silicon germanium (SiGe) and bismuth telluride (Bi2Te3), in multiple layers. The layered structure of the advanced TE materials is specifically engineered to provide maximum efficiency for the corresponding range of operational temperatures. For three layers of the advanced TE materials that operate at high, medium, and low temperatures, correspondingly in a tandem mode, the cascaded efficiency is estimated to be greater than 60 percent.

Results of a XIPS(copyrighted) 25-cm Thruster Discharge Cathode Wear Test

NASA Technical Reports Server (NTRS)

Polk, James E.; Goebel, Dan M.; Tighe, William

2009-01-01

The Xenon Ion Propulsion System (XIPS(c)) 25-cm thruster produced by L-3 Communications Electron Technologies, Inc. offers a number of potential benefits for planetary missions, including high efficiency and high Isp over a large power throttling range and availability from an active product line. The thruster is qualified for use on commercial communications satellites, which have requirements differing from those for typical planetary missions. In particular, deep space missions require longer service life over a broad range of throttling conditions. A XIPS (c) discharge cathode assembly was subjected to a long duration test to extend operating experience at the maximum power point and at throttled conditions unique to planetary mission applications. A total of 16079 hours were accumulated at conditions corresponding to the full power engine operating point at 4.2 kWe, an intermediate power point at 2.76 kWe and the minimum power point at 0.49 kWe. Minor performance losses and cathode keeper erosion were observed at the full power point, but there were no changes in performance and negligible erosion at the intermediate and minimum power points.

Power electronic supply system with the wind turbine dedicated for average power receivers

NASA Astrophysics Data System (ADS)

Widerski, Tomasz; Skrzypek, Adam

2018-05-01

This article presents the original project of the AC-DC-AC converter dedicated to low power wind turbines. Such a set can be a good solution for powering isolated objects that do not have access to the power grid, for example isolated houses, mountain lodges or forester's lodges, where they can replace expensive diesel engine generators. An additional source of energy in the form of a mini-wind farm is also a good alternative to yachts, marinas and tent sites, which are characterized by relatively low power consumption. This article presents a designed low power wind converter that is dedicated to these applications. The main design idea of the authors was to create a device that converts the very wide range input voltage directly to a stable 230VAC output voltage without the battery buffer. Authors focused on maximum safety of using and service. The converter contains the thermal protection, short-circuit protection and overvoltage protection. The components have been selected in such a way as to ensure that the device functions as efficiently as possible.

Study of a High Voltage Ion Engine Power Supply

NASA Technical Reports Server (NTRS)

Stuart, Thomas A.; King, Roger J.; Mayer, Eric

1996-01-01

A complete laboratory breadboard version of a ion engine power converter was built and tested. This prototype operated on a line voltage of 80-120 Vdc, and provided output ratings of 1100 V at 1.8 kW, and 250 V at 20 mA. The high-voltage (HV) output voltage rating was revised from the original value of 1350 V at the beginning of the project. The LV output was designed to hold up during a 1-A surge current lasting up to 1 second. The prototype power converter included a internal housekeeping power supply which also operated from the line input. The power consumed in housekeeping was included in the overall energy budget presented for the ion engine converter. HV and LV output voltage setpoints were commanded through potentiometers. The HV converter itself reached its highest power efficiency of slightly over 93% at low line and maximum output. This would dip below 90% at high line. The no-load (rated output voltages, zero load current) power consumption of the entire system was less than 13 W. A careful loss breakdown shows that converter losses are predominately Metal-Oxide-Semiconductor Field Effect Transistor (MOSFET) conduction losses and HV rectifier snubbing losses, with the rectifier snubbing losses becoming predominant at high line. This suggests that further improvements in power efficiency could best be obtained by either developing a rectifier that was adequately protected against voltage overshoot with less snubbing, or by developing a pre-regulator to reduced the range of line voltage on the converter. The transient testing showed the converter to be fully protected against load faults, including a direct short-circuit from the HV output to the LV output terminals. Two currents sensors were used: one to directly detect any core ratcheting on the output transformer and re-initiate a soft start, and the other to directly detect a load fault and quickly shut down the converter for load protection. The finished converter has been extensively fault tested without failure. The finished converter has been packaged suitable for use as a laboratory prototype for further testing. The finished converter is readily transportable. An article on design issues for high voltage converters for ion engines is included as an attachement.

Optimization of suitable ethanol blend ratio for motorcycle engine using response surface method.

PubMed

Chen, Yu-Liang; Chen, Suming; Tsai, Jin-Ming; Tsai, Chao-Yin; Fang, Hsin-Hsiung; Yang, I-Chang; Liu, Sen-Yuan

2012-01-01

In view of energy shortage and air pollution, ethanol-gasoline blended fuel used for motorcycle engine was studied in this work. The emissions of carbon monoxide (CO), nitrogen oxides (NO(X)) and engine performance of a 125 cc four-stroke motorcycle engine with original carburetor using ethanol-gasoline fuels were investigated. The model of three-variable Box Behnken design (BBD) was used for experimental design, the ethanol blend ratios were prepared at 0, 10, 20 vol%; the speeds of motorcycle were selected as 30, 45, 60 km/h; and the throttle positions were set at 30, 60, 90 %. Both engine performance and air pollutant emissions were then analyzed by response surface method (RSM) to yield optimum operation parameters for tolerable pollutant emissions and maximum engine performance. The RSM optimization analysis indicated that the most suitable ethanol-gasoline blended ratio was found at the range of 3.92-4.12 vol% to yield a comparable fuel conversion efficiency, while considerable reductions of exhaust pollutant emissions of CO (-29 %) and NO(X) (-12 %) when compared to pure gasoline fuel. This study demonstrated low ethanol-gasoline blended fuels could be used in motorcycle carburetor engines without any modification to keep engine power while reducing exhaust pollutants.

40 CFR 91.115 - Certification procedure-determining engine power and engine families.

Code of Federal Regulations, 2010 CFR

2010-07-01

... engine power and engine families. 91.115 Section 91.115 Protection of Environment ENVIRONMENTAL... ENGINES Emission Standards and Certification Provisions § 91.115 Certification procedure—determining engine power and engine families. (a) Engine power must be calculated using SAE J1228. This procedure has...

Maximum Power Training and Plyometrics for Cross-Country Running.

ERIC Educational Resources Information Center

Ebben, William P.

2001-01-01

Provides a rationale for maximum power training and plyometrics as conditioning strategies for cross-country runners, examining: an evaluation of training methods (strength training and maximum power training and plyometrics); biomechanic and velocity specificity (role in preventing injury); and practical application of maximum power training and…

Utilizing Maximum Power Point Trackers in Parallel to Maximize the Power Output of a Solar (Photovoltaic) Array

DTIC Science & Technology

2012-12-01

photovoltaic (PV) system to use a maximum power point tracker ( MPPT ) to increase... photovoltaic (PV) system to use a maximum power point tracker ( MPPT ) to increase the power output of the solar array. Currently, most military... MPPT ) is an optimizing circuit that is used in conjunction with photovoltaic (PV) arrays to achieve the maximum delivery of power from the array

14 CFR 23.33 - Propeller speed and pitch limits.

Code of Federal Regulations, 2014 CFR

2014-01-01

... the all engine(s) operating climb speed specified in § 23.65, the propeller must limit the engine r.p... approved overspeed, a means to limit the maximum engine and propeller speed to not more than the maximum... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Propeller speed and pitch limits. 23.33...

14 CFR 23.33 - Propeller speed and pitch limits.

Code of Federal Regulations, 2013 CFR

2013-01-01

... the all engine(s) operating climb speed specified in § 23.65, the propeller must limit the engine r.p... approved overspeed, a means to limit the maximum engine and propeller speed to not more than the maximum... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Propeller speed and pitch limits. 23.33...

14 CFR 23.33 - Propeller speed and pitch limits.

Code of Federal Regulations, 2012 CFR

2012-01-01

... the all engine(s) operating climb speed specified in § 23.65, the propeller must limit the engine r.p... approved overspeed, a means to limit the maximum engine and propeller speed to not more than the maximum... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Propeller speed and pitch limits. 23.33...

Microwave emissions from police radar.

PubMed

Fink, J M; Wagner, J P; Congleton, J J; Rock, J C

1999-01-01

This study evaluated police officers' exposures to microwaves emitted by traffic radar units. Exposure measurements were taken at approximated ocular and testicular levels of officers seated in patrol vehicles. Comparisons were made of the radar manufacturers' published maximum power density specifications and actual measured power densities taken at the antenna faces of those units. Four speed-enforcement agencies and one transportation research institute provided 54 radar units for evaluation; 17 different models, encompassing 4 frequency bands and 3 antenna configurations, were included. Four of the 986 measurements taken exceeded the 5 mW/cm2 limit accepted by the International Radiation Protection Association and the National Council on Radiation Protection and Measurement, though none exceeded the American Conference of Governmental Industrial Hygienists, American National Standards Institute, Institute of Electrical and Electronic Engineers, or Occupational Safety and Health Administration standard of 10 mW/cm2. The four high measurements were maximum power density readings taken directly in front of the radar. Of the 812 measurements taken at the officers' seated ocular and testicular positions, none exceeded 0.04 mW/cm2; the highest of these (0.034 mW/cm2) was less than 1% of the most conservative current safety standards. High exposures in the limited region directly in front of the radar aperture are easily avoided with proper training. Results of this study indicate that police officer exposure to microwave radiation is apparently minimal. However, because of uncertainty in the medical and scientific communities concerning nonionizing radiation, it is recommended that law enforcement agencies implement a policy of prudent avoidance, including purchasing units with the lowest published maximum power densities, purchasing dash/rear deck-mounted units with antennae mounted outside the patrol vehicle, and training police officers to use the "stand-by" mode when not actually using radar.