ALBERT

Description: An apparatus to catch paint overspray has been proposed. Overspray is an unavoidable parasitic component of spray that occurs because the flow of air or other gas in the spray must turn at the sprayed surface. Very small droplets are carried away in this turning flow, and some land on adjacent surfaces not meant to be painted. The basic principle of the paint-spray catcher is to divert the overspray into a suction system at the boundary of the area to be painted. The paint-spray catcher (see figure) would include a toroidal plenum connected through narrow throat to a nozzle that would face toward the center of the torus, which would be positioned over the center of the area to be spray-painted. The plenum would be supported by four tubes that would also serve as suction exhaust ducts. The downstream ends of the tubes (not shown in the figure) would be connected to a filter on a suction pump. The pump would be rated to provide a suction mass flow somewhat greater than that of the directed spray gas stream, so that the nozzle would take in a small excess of surrounding gas and catch nearly all of the overspray. A small raised lip at the bottom edge of the nozzle would catch paint that landed inside the nozzle. Even if the paint is directly piston pumped, the droplets entrain an air flow by time they approach the wall, so there is always a gas stream to carry the excess droplets to the side. For long-duration spraying operations, it could be desirable to include a suction-drain apparatus to prevent overflowing and dripping of paint from inside the lip. A version without an external contraction and with the throat angled downward would be a more compact version of catcher, although it might be slightly less efficient.

Description: Langley Research Center has developed electrical-impedance-based ice-thickness gauges and is seeking partners and collaborators to commercialize them. When used as parts of active monitoring and diagnostic systems, these gauges make it possible to begin deicing or to take other protective measures before ice accretes to dangerous levels. These gauges are inexpensive, small, and simple to produce. They can be adapted to use on a variety of stationary and moving structures that are subject to accumulation of ice. Examples of such structures include aircraft, cars, trucks, ships, buildings, towers, power lines (see figure), power-generating equipment, water pipes, freezer compartments, and cooling coils. A gauge of this type includes a temperature sensor and two or more pairs of electrically insulated conductors embedded in a surface on which ice could accumulate. The electrical impedances of the pairs of conductors vary with the thickness of any ice that may be present. Somewhat more specifically, when the pairs of conductors are spaced appropriately, the ratio between their impedances is indicative of the thickness of the ice. Therefore, the gauge includes embedded electronic circuits that measure the electrical impedances, plus circuits that process the combination of temperature and impedance measurements to determine whether ice is present and, if so, how thick it is. Of course, in the processing of the impedance measurements, the temperature measurements help the circuitry to distinguish between liquid water and ice. The basic design of a gauge of this type can be adapted to local conditions. For example, if there is a need to monitor ice over a wide range of thickness, then the gauge can include more than two sets of conductors having various spacings.

Description: An improved water-sterilizing aqueous-phase catalytic oxidation system (APCOS) is based partly on the electrochemical generation of hydrogen peroxide (H2O2). This H2O2-boosted system offers significant improvements over prior dissolved-oxygen water-sterilizing systems in the way in which it increases oxidation capabilities, supplies H2O2 when needed, reduces the total organic carbon (TOC) content of treated water to a low level, consumes less energy than prior systems do, reduces the risk of contamination, and costs less to operate. This system was developed as a variant of part of an improved waste-management subsystem of the life-support system of a spacecraft. Going beyond its original intended purpose, it offers the advantage of being able to produce H2O2 on demand for surface sterilization and/or decontamination: this is a major advantage inasmuch as the benign byproducts of this H2O2 system, unlike those of systems that utilize other chemical sterilants, place no additional burden of containment control on other spacecraft air- or water-reclamation systems.

Description: A proposed hybrid (internal-combustion/ electric) automotive engine system would include as its internal-combustion subsystem, a modified Miller-cycle engine with regenerative air preheating and with autoignition like that of a Diesel engine. The fuel would be ethanol and would be burned lean to ensure complete combustion. Although the proposed engine would have a relatively low power-to-weight ratio compared to most present engines, this would not be the problem encountered if this engine were used in a non-hybrid system since hybrid systems require significantly lower power and thus smaller engines than purely internal-combustion-engine-driven vehicles. The disadvantage would be offset by the advantages of high fuel efficiency, low emission of nitrogen oxides and particulate pollutants, and the fact that ethanol is a renewable fuel. The original Miller-cycle engine, named after its inventor, was patented in the 1940s and is the basis of engines used in some modern automobiles, but is not widely known. In somewhat oversimplified terms, the main difference between a Miller-cycle engine and a common (Otto-cycle) automobile engine is that the Miller-cycle engine has a longer expansion stroke while retaining the shorter compression stroke. This is accomplished by leaving the intake valve open for part of the compression stroke, whereas in the Otto cycle engine, the intake valve is kept closed during the entire compression stroke. This greater expansion ratio makes it possible to extract more energy from the combustion process without expending more energy for compression. The net result is greater efficiency. In the proposed engine, the regenerative preheating would be effected by running the intake air through a heat exchanger connected to the engine block. The regenerative preheating would offer two advantages: It would ensure reliable autoignition during operation at low ambient temperature and would help to cool the engine, thereby reducing the remainder of the power needed for cooling and thereby further contributing to efficiency. An electrical resistance air preheater might be needed to ensure autoignition at startup and during a short warmup period. Because of the autoignition, the engine could operate without either spark plugs or glow plugs. Ethanol burns relatively cleanly and has been used as a motor fuel since the invention of internal-combustion engines. However, the energy content of ethanol per unit weight of ethanol is less than that of Diesel fuel or gasoline, and ethanol has a higher heat of vaporization. Because the Miller cycle offers an efficiency close to that of the Diesel cycle, burning ethanol in a Miller-cycle engine gives about as much usable output energy per unit volume of fuel as does burning gasoline in a conventional gasoline automotive engine. Because of the combination of preheating, running lean, and the use of ethyl alcohol, the proposed engine would generate less power per unit volume than does a conventional automotive gasoline engine. Consequently, for a given power level, the main body of the proposed engine would be bulkier. However, because little or no exhaust cleanup would be needed, the increase in bulk of the engine could be partially offset by the decrease in bulk of the exhaust system. The regenerative preheating also greatly reduces the external engine cooling requirement, and would translate to reduced engine bulk. It may even be possible to accomplish the remaining cooling of the engine by use of air only, eliminating the bulk and power consumption of a water cooling system. The combination of a Miller-cycle engine with regenerative air preheating, ethyl alcohol fuel, and hybrid operation could result in an automotive engine system that satisfies the need for a low pollution, high efficiency, and simple engine with a totally renewable fuel.

Description: Technology and applications for the rendering of virtual acoustic spaces are reviewed. Chapter 1 deals with acoustics and psychoacoustics. Chapters 2 and 3 cover cues to spatial hearing and review psychoacoustic literature. Chapter 4 covers signal processing and systems overviews of 3-D sound systems. Chapter 5 covers applications to computer workstations, communication systems, aeronautics and space, and sonic arts. Chapter 6 lists resources. This TM is a reprint of the 1994 book from Academic Press.

Description: High pressure oxygen onboard the ISS provides support for Extra Vehicular Activities (EVA) and contingency metabolic support for the crew. This high pressure 02 is brought to the ISS by the Space Shuttle and is transferred using the Oxygen Recharge Compressor Assembly (ORCA). There are several drivers that must be considered in managing the available high pressure 02 on the ISS. The amount of O2 the Shuttle can fly up is driven by manifest mass limitations, launch slips, and on orbit Shuttle power requirements. The amount of 02 that is used from the ISS high pressure gas tanks (HPGT) is driven by the number of Shuttle docked and undocked EVAs, the type of EVA prebreath protocol that is used and contingency use of O2 for metabolic support. Also, the use of the ORCA must be managed to optimize its life on orbit and assure that it will be available to transfer the planned amount of O2 from the Shuttle. Management of this resource has required long range planning and coordination between Shuttle manifest on orbit plans. To further optimize the situation hardware options have been pursued.