The 2012 Decadal Survey has stated that there is a critical role for a Venus In-situ Explore (VISE) missions to a variety of important sites, specifically the Tessera terrain. This work aims to answer the Decadal Survey's call by developing a new comprehensive Entry, Descent, Landing, and Locomotion (EDLL) vehicle for in-situ exploration of Venus, especially in the Tessera regions. TANDEM, the Tension Adjustable Network for Deploying Entry Membrane, is a new planetary probe concept in which all of EDLL is achieved by a single multifunctional tensegrity structure. The concept uses same fundamental concept as the ADEPT (Adaptable Deployable Entry and Placement Technology) deployable heat shield but replaces the standard internal structure with the structure from the tensegrity-actuated rover to provide a combined aeroshell and rover design. The tensegrity system implemented by TANDEM reduces the mass of the overall system while enabling surface locomotion and mitigating risk associated with landing in the rough terrain of Venus's Tessera regions, which is otherwise nearly inaccessible to surface missions. TANDEM was compared to other state-of-the-art lander designs for an in-situ mission to Venus. It was shown that TANDEM provides the same scientific experimentation capabilities that were proposed for the VITaL mission, with a combined mass reduction for the aeroshell and lander of 52% (1445 kg), while eliminating the identified risks associated with entry loads and very rough terrain. Additionally, TANDEM provides locomotion when on the surface as well as a host of other maneuvers during entry and descent, which was not present in the VITaL design. Based on its unique multifunctional infrastructure and excellent crashworthiness for impact on rough surfaces, TANDEM presents a robust system to address some of the Decadal Survey's most pressing questions about Venus. / Ph. D. / NASA has proposed the possibility of performing a robotic mission to Venus in this upcoming decade. This could be NASA’s first attempt to design a robot that is capable of landing on the surface of our solar systems hottest planet. Venus presents a great exploration opportunity, as it is our closest planetary neighbor. Venus is similar to Earth in both size and location in the solar system, yet it is profoundly different in many other aspects regarding habitability. There is a significant scientific interest in exploring the mysteries of the greenhouse gases and runaway climate change present in the Venusian atmosphere. Understanding Venus’ atmosphere will help us to increase our knowledge of Earth’s atmosphere. Exploring the difference in these two planets will greatly further our intuition of other planetary systems and will aid in our search for life in the universe. Yet, exploring Venus presents a number of severe engineering challenges: the extreme temperature and pressure at the planet's surface, the highly corrosive atmosphere, and lack of terrain resolution caused by the dense permanent cloud layer. In order to address these engineering challenges, a new ultra-lightweight planetary probe has been invented. TANDEM, the Tension Adjustable Network for Deploying Entry Membrane, is unique in its design as it has combined all of the subsystems in needs to safely land on the surface into a single lightweight, multifunctional structure. This enables the design to be nearly 1.5 metric tons lighter than the same mission that was proposed in 2010 using the current state-of-the-art technologies. Based on this and other unique capabilities that are provided, TANDEM presents a robust system to address some of NASA’s most pressing questions about Venus.

A manned Mars mission will require a substantial increase in landed mass compared to previous robotic missions, beyond the capabilities of current Entry Descent and Landing, EDL, technologies, such as blunt-body aeroshells and supersonic disk-gap-band parachutes. The heaviest payload successfully landed on Mars to date is the Mars Science Laboratory which delivered the Curiosity rover with an approximate mass of 900 kg. For a human mission, a payload of magnitude 30-50 times heavier will need to reach the surface in a secure manner. According to the Global Exploration Roadmap, GER, a Human Mission to Mars, HMM, is planned to take place after year 2030. To prepare for such an event several technologies need maturing and development, one of them is to be able to use and accurately asses the performance of Supersonic Retro Propulsion, SRP, another is to be able to use inflatable heat shields. This internal study conducted at the European Space Agency, ESA, is a first investigation focusing on the Entry Descent and Landing, EDL, sequence of a manned Mars lander utilising an inflatable heatshield and SRP, which are both potential technologies for enabling future landings of heavy payloads on the planet. The thesis covers the areas of aerodynamics and propulsion coupled together to achieve a design, which considers the flight envelope constraints imposed on human missions. The descent has five different phases and they are defined as circular orbit, hypersonic entry, supersonic retropropulsion, vertical turn manoeuvre and soft landing. The focus of this thesis is on one of the phases, the SRP phase. The study is carried out with the retro-thrust profile and SRP phase initiation Mach number as parameters. Aerodynamic data in the hyper and supersonic regime are generated using Computational Fluid Dynamics, CFD, to accurately assess the retropropulsive performance. The basic concept and initial sizing of the manned Mars lander builds on a preliminary technical report from ESA, the Mission Scenarios and Vehicle Design Document. The overall optimisation process has three parts and is based on iterations between the vehicle design, CFD computations in the software DLR-Tau and trajectory planning in the software ASTOS. Two of those parts are studied, the vehicle design and the CFD,to optimise and evaluate the feasibility of SRP during the descent and test the design parameters of the vehicle. This approach is novel, the efficiency and accuracy of the method itself is discussed and evaluated. Initially the exterior vehicle Computer Aided Design, CAD, model is created, based on the Mission Scenarios and Vehicle Design Document, however updated and furthered. The propulsion system is modelled and evaluated using EcosimPRO where the nozzle characteristics, pressure levels and chemistry are defined, and later incorporated in the CAD model. The first iteration of the CFD part has an SRP range between Mach 7 and 2, which results in an evaluation of five points on the trajectory. The thrust levels, the corresponding velocity, altitude and atmospheric properties at those points can then be evaluated and later incorporated in ASTOS. ASTOS, in turn, can simulate the full trajectory from orbit to landing including the CFD data of the SRP phase. Due to time limitation only one iteration of the vehicle design and the SRP range was completed. However, the goals of the study were reached. A first assessment of SRP in Mars atmosphere has been carried out, and the aerodynamic and propulsive data has been collected to be built on in the future. The results indicate that the engines can start at a velocity of Mach 7. They also show consistency with similar studies conducted in Earths atmosphere. The current vehicle design, propulsion system and SRP range can now be furthered, updated and advanced in order to optimise the different descent phases in combination with future results from ASTOS.

Made available in DSpace on 2014-06-11T19:23:39Z (GMT). No. of bitstreams: 0 Previous issue date: 2006-04-24Bitstream added on 2014-06-13T19:50:37Z : No. of bitstreams: 1 gomes_faa_me_ilha.pdf: 1304340 bytes, checksum: 93a9b85b39e238ee85d2a3ae10503b07 (MD5) / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / O fenômeno da ablação é um processo que envolve o estudo de proteções térmicas, com muitas aplicações, principalmente na engenharia mecânica e aeroespacial. O processo envolve transferência de calor com movimento de fronteira, onde a posição é desconhecida a priori. As equações governantes do processo formam um sistema não-linear de equações diferenciais acoplado. A análise unidimensional do processo ablativo é realizada em um corpo de revolução, o qual está sobre intenso aquecimento. Esse problema é resolvido utilizando a Técnica da Transformada Integral Generalizada – TTIG, para solução do sistema de equações governantes. Como condição de contorno é considerada um fluxo de calor transiente no contorno, como por exemplo, o que ocorre com veículos na reentrada da atmosfera. A teoria do fluxo de calor de Tauber e de Van Driest é utilizada nessa análise. Os resultados de interesse são, a espessura e a taxa de material ablatado. Os resultados obtidos são comparados com resultados disponíveis de outras técnicas de solução em literaturas. / The phenomenon of ablation is a process of thermal protection with several applications, mainly, in mechanical and aerospace engineering. This process involves heat transfer with a moving boundary which position is unknown a priori. The governing equations of the process are a non-linear system of coupled partial differential equations. The onedimensional analysis of ablative process has been done in a revolution body, which is on intense heating. This problem is performed by using the generalized integral transform technique – GITT for solution of the system of governing equations. As boundary condition is considered a transient heat flux like ones that occur, for example, in re-entrance of aerospace vehicles in the atmosphere. The heat flux theory of Tauber and Van Driest were used in that analysis. The results of interest are the thickness and the rate of loss of the ablative material. The obtained results are compared with available results of other techniques of solution in the literature.

Thesis (MScEng (Mechanical and Mechatronic Engineering))--University of Stellenbosch, 2010. / ENGLISH ABSTRACT: A reactor cavity cooling system (RCCS) is used in the PBMR to protect the concrete citadel surrounding the reactor from direct nuclear radiation impingement and heat. The speci ed maximum operating temperature of the concrete structure is 65 ±C for normal operating conditions and 125 ±C for emergency shut-down conditions. A conceptual design of an entirely passive RCCS suitable for the PBMR was done by using closed loop thermosyphon heat pipes (CLTHPs) to remove heat from a radiation heat shield over a horizontal distance to an annular cooling dam placed around the PBMR. The radiation shield is placed in the air space between the Reactor Pressure Vessel (RPV) and the concrete citadel, 180 mm from the concrete citadel. A theoretical heat transfer model of the RCCS was created. The theoretical model was used to develop a computer program to simulate the transient RCCS response during normal reactor operation, when the RCCS must remove the excess generated heat from the reactor cavity and during emergency shut-down conditions, when the RCCS must remove the decay heat from the reactor cavity. The main purpose of the theoretical model is to predict the surface temperature of the concrete citadel for di erent heat generation modes in the reactor core and ambient conditions. The theoretical model assumes a 1D geometry of the RCCS. Heat transfer by both radiation and convection from the RPV to the radiation heat shield (HS) is calculated. The heat shield is modelled as a n. The n e ciency was determined with the experimental work. Conduction through the n is considered in the horizontal direction only. The concrete structure surface is heated by radiation from the outer surface of the heat shield as well as by convection heat transfer from the air between the heat shield and the concrete structure surface. The modelling of the natural convection closed loop thermosyphon heat pipes in the RCCS is done by using the Boussinesq approximation and the homogeneous ow model. An experiment was built to verify the theoretical model. The experiment is a full scale model of the PBMR in the horizontal, or main heat transfer, direction, but is only a 2 m high section. The experiments showed that the convection heat transfer between the RPV and the HS cannot be modelled with simple natural convection theory. A Nusselt number correlation developed especially for natural convection in enclosed rectangles found in literature was used to model the convection heat transfer. The Nusselt number was approximately 3 times higher than that which classic convection theory suggested. An optimisation procedure was developed where 121 di erent combinations of n sizes and heat pipe sizes could be used to construct a RCCS once a cooling dam size was chosen. The purpose of the optimisation was to nd the RCCS with the lowest total mass. A cooling dam with a diameter of 50 m was chosen. The optimal RCCS radiation heat shield that operates with the working uid only in single phase has 243 closed loop thermosyphon heat pipes constructed from 62.72 mm ID pipes and 25 mm wide atbar ns. The total mass of the single phase RCCS is 225 tons. The maximum concrete structure temperature is 62.5 ±C under normal operating conditions, 65.8 ±C during a PLOFC emergency shut-down condition and 80.9 ±C during a DLOFC emergency shut-down condition. In the case where one CLTHP fails and the adjacent two must compensate for the loss of cooling capacity, the maximum concrete structure temperature for a DLOFC emergency shut-down will be 87.4 ±C. This is 37.6 ±C below the speci ed maximum temperature of 125 ±C. The RCCS design is further improved when boiling of the working uid is induced in the CLTHP. The optimal RCCS radiation heat shield that operates with the working uid in a liquid-vapour mixture, or two phase ow, has 338 closed loop thermosyphon heat pipes constructed from 38.1 mm ID pipes and 20 mm wide atbar ns. The total mass of the two phase RCCS is 198 tons, 27 tons less than the single phase RCCS. The maximum concrete structure temperature is 60 ±C under normal operating conditions, 2.5 ±C below that of the single phase RCCS. During a PLOFC emergency shut-down condition, the maximum concrete structure temperature is 62.3 ±C, 3.5 ±C below that of the single phase RCCS and still below the normal operating temperature of the single phase RCCS. By inducing two phase ow in the CLTHP, the maximum temperature of the working uid is xed equal to the saturation temperature of the working uid at the vacuum pressure. This property of water is used to limit the concrete structure temperature. This e ect is seen in the transient response of the RCCS where the concrete structure temperature increases until boiling of the working uid starts and then the concrete structure temperature becomes constant irrespective of the heat load on the RCCS. An increased heat load increases the quality of the working uid liquid-vapour mixture. Working uid qualities approaching unity causes numerical instabilities in the theoretical model. The theoretical model cannot capture the heat transfer to a control volume with a density lower than approximately 20 kg/m3. This limits the extent to which the two phase RCCS can be optimised. Recommendations are made relating to future work on how to improve the theoretical model in particular the convection modelling in the reactor cavities as well as the two phase ow of the working uid. Further recommendations are made on how to improve the basic design of the heat shield as well as the cooling section of the CLTHPs. / AFRIKAANSE OPSOMMING: 'n Reaktor lug spasie verkoelingstelsel (RLSVS) word in die PBMR gebruik om die beton wat die reaktor omring te beskerm teen direkte stralingskade en hitte. Die gespesi seerde maksimum temperatuur van die beton is 65 ±C onder normale bedryfstoestande en 125 ±C gedurende die noodtoestand afskakeling van die reaktor. 'n Konseptuele ontwerp van 'n geheel en al passiewe RLSVS geskik vir die PBMR is gedoen deur gebruik te maak van geslote lus termo-sifon (GLTSe) om hitte van die stralingskerm te verwyder oor a horisontale afstand na 'n ringvormige verkoelingsdam wat rondom die reaktor geposisioneer is. Die stralingskerm word in die lug spasie tussen die reaktor drukvat (RDV) en die beton geplaas, 180 mm vanaf die beton. 'n Teoretiese hitteoordrag model van die RLSVS was geskep. Die teoretiese model was gebruik vir die ontwikkeling van 'n rekenaar program wat die transiënte gedrag van die RLSVS sal simuleer gedurende normale bedryfstoestande, waar die oorskot gegenereerde hitte verwyder moet word vanuit die reaktor lug spasie, asook gedurende noodtoestand afskakeling van die reaktor, waar die afnemingshitte verwyder moet word. Die primêre doel van die teoretiese model is om the oppervlak temperatuur van die beton te voorspel onder verskillende bedryfstoestande asook verskillende omgewingstoestande. Die teoretiese model aanvaar 'n 1D geometrie van die RLSVS. Hitte oordrag d.m.v. straling asook konveksie vanaf die RDV na die stralingskerm word bereken. The stralingskerm word gemodelleer as 'n vin. Die vin doeltre endheid was bepaal met die eksperimente wat gedoen was. Hitte geleiding in die vin was slegs bereken in die horisontale rigting. Die beton word verhit deur straling vanaf die agterkant van die stralingskerm asook deur konveksie vanaf die lug tussen die stralingskerm en die beton. The modellering van die natuurlike konveksie GLTS hitte pype word gedoen deur om gebruik te maak van die Boussinesq benadering en die homogene vloei model. 'n Eksperiment was vervaardig om the teoretiese model te veri eer. Die eksperiment is 'n volskaal model van die PBMR in die horisontale, of hoof hitteoordrag, rigting, maar is net 'n 2 m hoë snit. Die eksperimente het gewys dat die konveksie hitte oordrag tussen die RDV en die stralingskerm nie met gewone konveksie teorie gemodelleer kan word nie. 'n Nusselt getal uitdrukking wat spesi ek ontwikkel is vir natuurlike konveksie in geslote, reghoekige luggapings wat in die literatuur gevind was, was gebruik om die konveksie hitteoordrag te modelleer. Die Nusselt getal was ongeveer 3 maal groter as wat klassieke konveksie teorie voorspel het. 'n Optimeringsprosedure was ontwikkel waar 121 verskillende kombinasies van vin breedtes en pyp groottes wat gebruik kan word om 'n RLSVS te vervaardig nadat 'n toepaslike verkoelingsdam diameter gekies is. Die doel van die optimering was om die RLSVS te ontwerp wat die laagste totale massa het. 'n Verkoelingsdam diameter van 50 m was gekies. Die optimale RLSVS stralingskerm, waarvan die vloeier slegs in die vloeistof fase bly, bestaan uit 243 GLTSe wat van 62.72 mm binne diameter pype vervaardig is met 25 mm breë vinne. The totale massa van die enkel fase RLSVS is 225 ton. Die maksimum beton temperatuur is 62.5 ±C vir normale bedryfstoestande, 65.8 ±C vir 'n PLOFC noodtoestand afskakeling en is 80.9 ±C vir 'n DLOFC noodtoestand afskakeling. In die geval waar een GLTS faal gedurende 'n DLOFC noodtoestand afskakeling en die twee naasgeleë GLTSe moet kompenseer vir die vermindering in verkoelings kapasiteit, is die maksimum beton temperatuur 87.4 ±C. Dit is 37.6 ±C laer as die gespesi seerde maksimum temperatuur van 125 ±C. Die RLSVS ontwerp kan verder verbeter word wanneer die vloeier in die GLTSe kook. Die optimale RLSVS stralingskerm met die vloeier wat kook, of in twee fase vloei is, bestaan uit 338 GLTSe wat van 38.1 mm binne diameter pype vervaardig is met 20 mm breë vinne. The totale massa van die twee fase vloei RLSVS is 198 ton, 27 ton ligter as die enkel fase RLSVS. Die maksimum beton temperatuur is 60 ±C vir normale bedryfstoestande, 2.5 ±C laer as die enkel fase RLSVS. Gedurende 'n PLOFC noodtoestand afskakeling is die maksimum beton temperatuur 62.3 ±C, 3.5 ±C laer as die enkel fase RLSVS en nogtans onder die maksimum beton temperatuur van die enkel fase RLSVS vir normale bedryfstoestande. Deur om koking te veroorsaak in die GLTS word die maksimum temperatuur van die vloeier vasgepen gelyk aan die versadigings temperatuur van die vloeier by die vakuüm druk. Hierdie einskap van water word gebruik om 'n limiet te sit op die maksimum temperatuur van die beton. Hierdie e ek kan gesien word in die transiënte gedrag van die RLSVS waar die beton temperatuur styg tot en met koking plaasvind en dan konstant raak ongeag van die hitte belasting op die RLSVS. 'n Toename in die hitte belasting veroorsaak net 'n toename in die kwaliteit van die vloeistof-gas mengsel. Mengsel kwaliteite van 1 nader veroorsaak numeriese onstabiliteite in die teoretiese model. The teoretiese model kan nie die hitteoordrag beskryf na 'n kontrole volume wat 'n digtheid het laer as ongeveer 20 kg/m3. Hierdie plaas 'n limiet op die optimering van die twee fase RLSVS. Aanbevelings was gemaak met betrekking tot toekomstige werk aangaande die verbetering van die teoretiese model met spesi eke klem op die modellering van konveksie in die reaktor asook die modellering van twee fase vloei. Verdere aanbevelings was gemaak aangaande die verbetering van die stralingskerm ontwerp asook die ontwerp van die verkoeling van die GLTSe.

Resumo: O fenômeno da ablação é um processo que envolve o estudo de proteções térmicas, com muitas aplicações, principalmente na engenharia mecânica e aeroespacial. O processo envolve transferência de calor com movimento de fronteira, onde a posição é desconhecida a priori. As equações governantes do processo formam um sistema não-linear de equações diferenciais acoplado. A análise unidimensional do processo ablativo é realizada em um corpo de revolução, o qual está sobre intenso aquecimento. Esse problema é resolvido utilizando a Técnica da Transformada Integral Generalizada - TTIG, para solução do sistema de equações governantes. Como condição de contorno é considerada um fluxo de calor transiente no contorno, como por exemplo, o que ocorre com veículos na reentrada da atmosfera. A teoria do fluxo de calor de Tauber e de Van Driest é utilizada nessa análise. Os resultados de interesse são, a espessura e a taxa de material ablatado. Os resultados obtidos são comparados com resultados disponíveis de outras técnicas de solução em literaturas. / Abstract: The phenomenon of ablation is a process of thermal protection with several applications, mainly, in mechanical and aerospace engineering. This process involves heat transfer with a moving boundary which position is unknown a priori. The governing equations of the process are a non-linear system of coupled partial differential equations. The onedimensional analysis of ablative process has been done in a revolution body, which is on intense heating. This problem is performed by using the generalized integral transform technique - GITT for solution of the system of governing equations. As boundary condition is considered a transient heat flux like ones that occur, for example, in re-entrance of aerospace vehicles in the atmosphere. The heat flux theory of Tauber and Van Driest were used in that analysis. The results of interest are the thickness and the rate of loss of the ablative material. The obtained results are compared with available results of other techniques of solution in the literature. / Orientador: João Batista Campos Silva / Coorientador: Antonio João Diniz / Banca: Cássio Roberto Macedo Maia / Banca: Paulo Gilberto de Paula Toro / Mestre

The primary requirements for a modern industrial gas turbine consist of a continuous trend of an increasing efficiency combined with very low emissions in a robust, cost-effective manner. To fulfil these tasks a high turbine inlet temperature together with advanced dry low NOX combustion chambers are employed. These dry low NOX combustion chambers generate a rather flat temperature profile compared to previous generation gas turbines, which have a rather parabolic temperature profile before the nozzle guide vane. This means that the nozzle guide vane endwall heat load for modern gas turbines is much higher compared to previous generation gas turbines. Therefore the prediction of the nozzle guide vane flow field and endwall heat transfer is crucial for the engineering task of the design layout of the vane endwall cooling system. The present study is directed towards establishing new in-depth aerodynamic and endwall heat transfer knowledge for an advanced nozzle guide vane of a modern industrial gas turbine. To reach this objective the physical processes and effects which cause the different flow fields and the endwall heat transfer pattern in a baseline configuration, a combustion chamber variant, a heat shield variant without and with additional cooling air and a cavity variant without and with additional cooling air have been investigated. The variants, which differ from the simplified baseline configuration, apply design elements which are commonly used in real modern gas turbines. This research area is crucial for the nozzle guide vane endwall heat transfer, especially for the advanced design of the nozzle guide vane of a modern industrial gas turbine and has so far hardly been investigated in the open literature. For the experimental aerodynamic and endwall heat transfer research of the baseline configuration of the advanced nozzle guide vane geometry a new low pressure, low temperature test facility has been developed, designed and constructed, since no experimental heat transfer data exist in the open literature for this type of vane configuration. The new test rig consists of a linear cascade with the baseline configuration of the advanced nozzle guide vane geometry with four upscaled airfoils and three flow passages. For the aerodynamic tests the two middle airfoils and the hub and the tip endwall are instrumented with pressure taps to monitor the Mach number distribution. For the heat transfer tests the temperature distribution on the hub endwall is measured via thermography. The analysis of these measurements, including comparisons to research in the open literature shows that the new test rig generates accurate and reproducible results which give confidence that it is a reliable tool for the experimental aerodynamic and heat transfer research on the advanced nozzle guide vane of a modern industrial gas turbine. Previous own research work together with the numerical analysis performed in another part of the project as well as conclusions from a detailed literature study lead to the conclusion that advanced Navier-Stokes CFD tools with the v2-f turbulence model are most suitable for the calculation of the flow field and the endwall heat transfer of turbine vanes and blades. Therefore this numerical tool, validated against different vane and blade geometries and for different flow conditions, has been chosen for the numerical aerodynamic and endwall heat transfer research of the advanced nozzle guide vane of a modern industrial gas turbine. The evaluation of the numerical and experimental investigations of the baseline configuration of the advanced design of a nozzle guide vane shows the flow field of an advanced mid-loaded airfoil design with the features to reduce total airfoil losses. For the hub endwall of the baseline configuration of the advanced design of a nozzle guide vane the flow characteristics and heat transfer features of the classical vane endwall secondary flow model can be detected with a very weak intensity and geometric extension compared to the studies of less advanced vane geometries in the open literature. A detailed analysis of the numerical simulations and the experimental data showed very good qualitative and quantitative agreement for the three-dimensional flow field and the endwall heat transfer. These findings, together with the evaluations obtained from the open literature, lead to the conclusions that selected CFD software Fluent together with the applied v2-f turbulence model exhibits a high level of general applicability and is not tuned to a special vane or blade geometry. Therefore the CFD code Fluent with the v2-f turbulence model has been selected for the research of the influence of the several geometric variants of the baseline configuration on the flow field and the hub endwall heat transfer of the advanced nozzle guide vane of a modern industrial gas turbine. Most of the vane endwall heat transfer research in the open literature has been carried out only for baseline configurations of the flow path between combustion chamber and nozzle guide vane. Such a simplified geometry consists of a long, planar undisturbed approach length upstream of the nozzle guide vane. The design of real modern industrial gas turbines however requires often significant variations from this baseline configuration consisting of air-cooled heat shields and purged cavities between the combustion chamber and the nozzle guide vane. A detailed evaluation of the flow field and the endwall heat transfer shows major differences between the baseline and the heat shield configuration. The heat shield in front of the airfoil of the nozzle guide vane influences the secondary flow field and the endwall heat transfer pattern strongly. Additional cooling air, released under the heat shield has a distinctive influence as well. Also the cavity between the combustion chamber and the nozzle guide vane affects the secondary flow field and the endwall heat transfer pattern. Here the influence of additional cavity cooling air is more decisive. The results of the detailed studies of the geometric variants are applied to formulate guidelines for an optimized design of the flow path between the combustion chamber and the nozzle guide vane and the nozzle guide vane endwall cooling configuration of next-generation industrial gas turbines. / QC 20100917

Diploma thesis deals with solving of the problem with heat shield used in a turbocharger for heavy duty vehicles. The description of the problem origin with focus on environmental standarts and therefore a need of changes in turbocharger construction, is included. Further, the procedure for finding the component failure causes using the results of stress tests and analyses performed is described step by step. Most of the practical part is focused on a use of quality tools for finding a root cause of heat shield failure and also on advanced material analysis, verifying the results from quality analysis performed. An the end of the thesis there are suggested and accepted measures for elimination of similar failure recurrence and recommendations for further development.