Engineering topics

Smith, Timothy D.

Publications and source records attributed to Smith, Timothy D..

At least 19 records

NASA NTRS2019

Overview of Electric Propulsion Projects at NASA Glenn Research Center

NASA Glenn Research Center (GRC) is currently leading the development of multiple electric propulsion systems to flight readiness. The Advanced Electric Propulsion System is a 12.5 kW Hall thruster system that is being developed by the Solar Electric Propulsion Technology Demonstration Mission (SEP TDM) project, under the sponsorship of the Space Technology Mission Directorate. NASA's Evolutionary Xenon Thruster-Commercial (NEXT-C) is 7 kW class gridded ion thruster system that being developed under the sponsorship of the Science Mission Directorate. NASA GRC is also providing electric propulsion discipline support to the Power and Propulsion Element and the Double Asteroid Redirection Test (DART) missions, which will be the first applications for these technologies, respectively. Lower technology readiness level (TRL) projects are underway for applications including CubeSats, small spacecraft and Mars exploration vehicles. Under the sponsorship of the Small Spacecraft Technology Program, NASA GRC has performed numerous independent verification and validation tests of CubeSat class electric propulsion systems in support of a growing number of small US businesses that are developing these systems. Lastly, three technology development efforts focused on 100 kW EP strings led by Aerojet Rocketdyne, Ad Astra and MSNW were recently completed.

Smith, Bryan K.↗

NASA NTRS2017

Chemical, Structural, and Microstructural Changes in Metallic and Silicon-Based Coating Materials Exposed to Iodine Vapor

The chemical, structural and microstructural behavior of steels (304, 316 and A36), titanium-aluminum alloy (Ti-Al, (6Al-4V)), aluminum-magnesium alloy (Al-Mg, 6061), and coatings (Silcolloy and Dursan (SilcoTek Corporation)) were probed after exposure to iodine laminar flow. Exposures were carried out in a custom-built Iodine Vapor RIG (IVR) at 300 degrees C to an iodine laminar vapor flow of 1 mg min(exp. -1), carried by 145 mL-min(exp. -1) argon gas, for 5, 15 and 30 days. Samples were characterized before and after the experiment by gravimetric analysis, X-ray diffraction (XRD) and cross section electron microscopy analysis coupled with energy dispersive X-ray spectroscopy (EDS). All steels exposed for 30 days formed scales consisting mainly of metal (Cr, Fe, Ni) oxides showing different chemistry, microstructure and crystalline phases. Elemental iodine was only detected by EDS analysis in the scales of stainless steels 304 and 316. After 30 days, the Ti-Al exhibited no detectable scale, suggesting only a very thin film was formed. A scale consisting mainly of aluminum, iodine, and oxygen formed on the Al-Mg sample exposed to 30 days. Some pockets rich in magnesium, iodine and oxygen also formed in this Al-Mg alloy. Stainless steel 316, low carbon steel A36 and Ti-Al alloy coated with Silcolloy and stainless steel 304 coated with Dursan that were exposed for 30 days exhibited no oxidation. Stainless steel 304 coated with Silcolloy exposed for 30 days did not exhibit corrosion although the sample gained weight and the coating exhibited expansion. The weight gain per area performance of the materials exposed in iodine lamina flow containing oxygen at impurity level for 10, 15 and 30 days are reported from the lowest to the highest weight gain per area as follows: Steels: Less than 316 less than 304 less than A36; Ti-Al-Mg based alloys: Al-Mg less than Ti-Al: Considering the experimental uncertainties, no weight change was observed for Stainless steel 316, low carbon steel A36 and Ti-Al alloy coated with Silcolloy and stainless steel 304 coated with Dursan. The corrosion of the alloys is catalyzed by iodine in the presence of oxygen as impurity.

Costa, Gustavo C. C.↗

NASA NTRS2016

Overview of NASA Iodine Hall Thruster Propulsion System Development

NASA is continuing to invest in advancing Hall thruster technologies for implementation in commercial and government missions. The most recent focus has been on increasing the power level for large-scale exploration applications. However, there has also been a similar push to examine applications of electric propulsion for small spacecraft in the range of 300 kg or less. There have been several recent iodine Hall propulsion system development activities performed by the team of the NASA Glenn Research Center, the NASA Marshall Space Flight Center, and Busek Co. Inc. In particular, the work focused on qualification of the Busek 200-W BHT-200-I and development of the 600-W BHT-600-I systems. This paper discusses the current status of iodine Hall propulsion system developments along with supporting technology development efforts.

Iodine↗

NASA NTRS2014

High-Power Hall Propulsion Development at NASA Glenn Research Center

The NASA Office of the Chief Technologist Game Changing Division is sponsoring the development and testing of enabling technologies to achieve efficient and reliable human space exploration. High-power solar electric propulsion has been proposed by NASA's Human Exploration Framework Team as an option to achieve these ambitious missions to near Earth objects. NASA Glenn Research Center (NASA Glenn) is leading the development of mission concepts for a solar electric propulsion Technical Demonstration Mission. The mission concepts are highlighted in this paper but are detailed in a companion paper. There are also multiple projects that are developing technologies to support a demonstration mission and are also extensible to NASA's goals of human space exploration. Specifically, the In-Space Propulsion technology development project at NASA Glenn has a number of tasks related to high-power Hall thrusters including performance evaluation of existing Hall thrusters; performing detailed internal discharge chamber, near-field, and far-field plasma measurements; performing detailed physics-based modeling with the NASA Jet Propulsion Laboratory's Hall2De code; performing thermal and structural modeling; and developing high-power efficient discharge modules for power processing. This paper summarizes the various technology development tasks and progress made to date

Kamhawi, Hani↗

NASA NTRS2013

Solar Electric Propulsion Technology Development for NASA Exploration

No abstract available

Mercer, Carolyn R.↗

NASA NTRS2012

High-Power Hall Propulsion Development at NASA Glenn Research Center

The NASA Office of the Chief Technologist Game Changing Division is sponsoring the development and testing of enabling technologies to achieve efficient and reliable human space exploration. High-power solar electric propulsion has been proposed by NASA's Human Exploration Framework Team as an option to achieve these ambitious missions to near Earth objects. NASA Glenn Research Center is leading the development of mission concepts for a solar electric propulsion Technical Demonstration Mission. The mission concepts are highlighted in this paper but are detailed in a companion paper. There are also multiple projects that are developing technologies to support a demonstration mission and are also extensible to NASA's goals of human space exploration. Specifically, the In-Space Propulsion technology development project at the NASA Glenn has a number of tasks related to high-power Hall thrusters including performance evaluation of existing Hall thrusters; performing detailed internal discharge chamber, near-field, and far-field plasma measurements; performing detailed physics-based modeling with the NASA Jet Propulsion Laboratory's Hall2De code; performing thermal and structural modeling; and developing high-power efficient discharge modules for power processing. This paper summarizes the various technology development tasks and progress made to date.

Kamhawi, Hani↗

NASA NTRS2011

Liquid Oxygen/Liquid Methane Propulsion and Cryogenic Advanced Development

Exploration Systems Architecture Study conducted by NASA in 2005 identified the liquid oxygen (LOx)/liquid methane (LCH4) propellant combination as a prime candidate for the Crew Exploration Vehicle Service Module propulsion and for later use for ascent stage propulsion of the lunar lander. Both the Crew Exploration Vehicle and Lunar Lander were part the Constellation architecture, which had the objective to provide global sustained lunar human exploration capability. From late 2005 through the end of 2010, NASA and industry matured advanced development designs for many components that could be employed in relatively high thrust, high delta velocity, pressure fed propulsion systems for these two applications. The major investments were in main engines, reaction control engines, and the devices needed for cryogenic fluid management such as screens, propellant management devices, thermodynamic vents, and mass gauges. Engine and thruster developments also included advanced high reliability low mass igniters. Extensive tests were successfully conducted for all of these elements. For the thrusters and engines, testing included sea level and altitude conditions. This advanced development provides a mature technology base for future liquid oxygen/liquid methane pressure fed space propulsion systems. This paper documents the design and test efforts along with resulting hardware and test results.

Klem, Mark D.↗

NASA NTRS2010

Propulsion Risk Reduction Activities for Nontoxic Cryogenic Propulsion

The Propulsion and Cryogenics Advanced Development (PCAD) Project s primary objective is to develop propulsion system technologies for nontoxic or "green" propellants. The PCAD project focuses on the development of nontoxic propulsion technologies needed to provide necessary data and relevant experience to support informed decisions on implementation of nontoxic propellants for space missions. Implementation of nontoxic propellants in high performance propulsion systems offers NASA an opportunity to consider other options than current hypergolic propellants. The PCAD Project is emphasizing technology efforts in reaction control system (RCS) thruster designs, ascent main engines (AME), and descent main engines (DME). PCAD has a series of tasks and contracts to conduct risk reduction and/or retirement activities to demonstrate that nontoxic cryogenic propellants can be a feasible option for space missions. Work has focused on 1) reducing the risk of liquid oxygen/liquid methane ignition, demonstrating the key enabling technologies, and validating performance levels for reaction control engines for use on descent and ascent stages; 2) demonstrating the key enabling technologies and validating performance levels for liquid oxygen/liquid methane ascent engines; and 3) demonstrating the key enabling technologies and validating performance levels for deep throttling liquid oxygen/liquid hydrogen descent engines. The progress of these risk reduction and/or retirement activities will be presented.

Smith, Timothy D.↗

NASA NTRS2010

Propulsion Risk Reduction Activities for Non-Toxic Cryogenic Propulsion

The Propulsion and Cryogenics Advanced Development (PCAD) Project s primary objective is to develop propulsion system technologies for non-toxic or "green" propellants. The PCAD project focuses on the development of non-toxic propulsion technologies needed to provide necessary data and relevant experience to support informed decisions on implementation of non-toxic propellants for space missions. Implementation of non-toxic propellants in high performance propulsion systems offers NASA an opportunity to consider other options than current hypergolic propellants. The PCAD Project is emphasizing technology efforts in reaction control system (RCS) thruster designs, ascent main engines (AME), and descent main engines (DME). PCAD has a series of tasks and contracts to conduct risk reduction and/or retirement activities to demonstrate that non-toxic cryogenic propellants can be a feasible option for space missions. Work has focused on 1) reducing the risk of liquid oxygen/liquid methane ignition, demonstrating the key enabling technologies, and validating performance levels for reaction control engines for use on descent and ascent stages; 2) demonstrating the key enabling technologies and validating performance levels for liquid oxygen/liquid methane ascent engines; and 3) demonstrating the key enabling technologies and validating performance levels for deep throttling liquid oxygen/liquid hydrogen descent engines. The progress of these risk reduction and/or retirement activities will be presented.

Smith, Timothy D.↗

NASA NTRS2009

Propulsion Investigation for Zero and Near-Zero Emissions Aircraft

As world emissions are further scrutinized to identify areas for improvement, aviation s contribution to the problem can no longer be ignored. Previous studies for zero or near-zero emissions aircraft suggest aircraft and propulsion system sizes that would perform propulsion system and subsystems layout and propellant tankage analyses to verify the weight-scaling relationships. These efforts could be used to identify and guide subsequent work on systems and subsystems to achieve viable aircraft system emissions goals. Previous work quickly focused these efforts on propulsion systems for 70- and 100-passenger aircraft. Propulsion systems modeled included hydrogen-fueled gas turbines and fuel cells; some preliminary estimates combined these two systems. Hydrogen gas-turbine engines, with advanced combustor technology, could realize significant reductions in nitrogen emissions. Hydrogen fuel cell propulsion systems were further laid out, and more detailed analysis identified systems needed and weight goals for a viable overall system weight. Results show significant, necessary reductions in overall weight, predominantly on the fuel cell stack, and power management and distribution subsystems to achieve reasonable overall aircraft sizes and weights. Preliminary conceptual analyses for a combination of gas-turbine and fuel cell systems were also performed, and further studies were recommended. Using gas-turbine engines combined with fuel cell systems can reduce the fuel cell propulsion system weight, but at higher fuel usage than using the fuel cell only.

Snyder, Christopher A.↗

NASA NTRS2008

100-LBF LO2/LCH4 - Reaction Control Engine Technology Development for Future Space Vehicles

The National Aeronautics and Space Administration (NASA) has identified liquid oxygen (LO2)/liquid methane (LCH4) propulsion systems as promising options for some future space vehicles. NASA issued a contract to Aerojet to develop a 100-lbf (445 N) LO2/LCH4 Reaction Control Engine (RCE) aimed at reducing the risk of utilizing a cryogenic reaction control system (RCS) on a space vehicle. Aerojet utilized innovative design solutions to develop an RCE that can ignite reliably over a broad range of inlet temperatures, perform short minimum impulse bits (MIB) at small electrical pulse widths (EPW), and produce excellent specific impulse (Isp) across a range of engine mixture ratios (MR). These design innovations also provide a start transient with a benign MR, ensuring good thrust chamber compatibility and long life. In addition, this RCE can successfully operate at MRs associated with main engines, enabling the RCE to provide emergency backup propulsion to minimize vehicle propellant load and overall system mass.

Robinson, Philip J.↗

NASA NTRS2008

100-Lb(f) LO2/LCH4 Reaction Control Engine Technology Development for Future Space Vehicles

Robinson, Philip J.↗

NASA NTRS2008

Propulsion and Cryogenics Advanced Development (PCAD) Project Propulsion Technologies for the Lunar Lander

The Propulsion and Cryogenics Advanced Development (PCAD) Project in the Exploration Technology Development Program is developing technologies as risk mitigation for Orion and the Lunar Lander. An integrated main and reaction control propulsion system has been identified as a candidate for the Lunar Lander Ascent Module. The propellants used in this integrated system are Liquid Oxygen (LOX)/Liquid Methane (LCH4) propellants. A deep throttle pump fed Liquid Oxygen (LOX)/Liquid Hydrogen (LH2) engine system has been identified for the Lunar Lander Descent Vehicle. The propellant combination and architecture of these propulsion systems are novel and would require risk reduction prior to detailed design and development. The PCAD Project addresses the technology requirements to obtain relevant and necessary test data to further the technology maturity of propulsion hardware utilizing these propellants. This plan and achievements to date will be presented.

Klem, Mark D.↗

NASA NTRS2007

Low-Emission Hydrogen Combustors for Gas Turbines Using Lean Direct Injection

One of the key technology challenges for the use of hydrogen in gas turbine engines is the performance of the combustion system, in particular the fuel injectors. To investigate the combustion performance of gaseous hydrogen fuel injectors flame tube combustor experiments were performed. Tests were conducted to measure the nitrogen oxide (NO(x)) emissions and combustion performance at inlet conditions of 588 to 811 K, 0.4 to 1.4 MPa, and equivalence ratios up to 0.48. All the injectors were based on Lean Direct Injection (LDI) technology with multiple injection points and quick mixing. One challenge to hydrogen-based premixing combustion systems is flashback since hydrogen has a reaction rate over 7 times that of Jet-A. To reduce the risk, design mixing times were kept short and velocities high to minimize flashback. Five fuel injector designs were tested in 6.35- and 8.9-cm-diameter flame tubes with non-vitiated heated air and gaseous hydrogen. Data is presented on measurements of NO(x) emissions and combustion efficiency for the hydrogen injectors at 2.540, 7.937, and 13.652 cm from the injector face. Results show that for some configurations, NO(x) emissions are comparable to that of state of the art Jet-A LDI combustor concepts.

Marek, C. John↗

NASA NTRS2005

Low Emission Hydrogen Combustors for Gas Turbines Using Lean Direct Injection

One of the key technology challenges for the use of hydrogen in gas turbine engines is the performance of the combustion system, in particular the fuel injectors. To investigate the combustion performance of gaseous hydrogen fuel injectors flame tube combustor experiments were performed. Tests were conducted to measure the nitrogen oxide (NOx) emissions and combustion performance at inlet conditions of 600 to 1000 deg F, 60 to 200 pounds per square inch absolute (psia), and equivalence ratios up to 0.48. All the injectors were based on Lean Direct Injection (LDI) technology with multiple injection points and quick mixing. One challenge to hydrogen based premixing combustion systems is flashback since hydrogen has a reaction rate over seven times that of Jet-A. To reduce the risk, design mixing times were kept short and velocities high to minimize flashback. Five fuel injector designs were tested in 2.5 and 3.5-in. diameter flame tubes with non-vitiated heated air and gaseous hydrogen. Data is presented on measurements of NOx emissions and combustion efficiency for the hydrogen injectors at 1.0, 3.125, and 5.375 in. from the injector face. Results show that for some configurations, NOx emissions are comparable to that of state of the art Jet-A LDI combustor concepts.

Marek, C. John↗

NASA NTRS2005

Hydrogen-powered flight

As the Nation moves towards a hydrogen economy the shape of aviation will change dramatically. To accommodate a switch to hydrogen the aircraft designs, propulsion, and power systems will look much different than the systems of today. Hydrogen will enable a number of new aircraft capabilities from high altitude long endurance remotely operated aircraft (HALE ROA) that will fly weeks to months without refueling to clean, zero emissions transport aircraft. Design and development of new hydrogen powered aircraft have a number of challenges which must be addressed before an operational system can become a reality. While the switch to hydrogen will be most outwardly noticeable in the aircraft designs of the future, other significant changes will be occurring in the environment. A switch to hydrogen for aircraft will completely eliminate harmful greenhouse gases such as carbon monoxide (CO), carbon dioxide (CO2), sulfur oxides (SOx), unburnt hydrocarbons and smoke. While these aircraft emissions are a small percentage of the amount produced on a daily basis, their placement in the upper atmosphere make them particularly harmful. Another troublesome gaseous emission from aircraft is nitrogen oxides (NOx) which contribute to ozone depletion in the upper atmosphere. Nitrogen oxide emissions are produced during the combustion process and are primarily a function of combustion temperature and residence time. The introduction of hydrogen to a gas turbine propulsion system will not eliminate NOx emissions; however the wide flammability range will make low NOx producing, lean burning systems feasible. A revolutionary approach to completely eliminating NOx would be to fly all electric aircraft powered by hydrogen air fuel cells. The fuel cells systems would only produce water, which could be captured on board or released in the lower altitudes. Currently fuel cell systems do not have sufficient energy densities for use in large aircraft, but the long term potential of eliminating greenhouse gas emissions makes it an intriguing and important field of research.

Smith, Timothy D.↗

NASA NTRS2004

Fuel Flexible Gas Turbine Combustor Flametube Facility Upgraded

In fiscal year 2003, test cell 23 of the Research Combustion Laboratory (RCL 23) at the NASA Glenn Research Center was upgraded with the addition of gaseous hydrogen as a working propellant and the addition of a 450-psig air-supply system. Test flexibility was further enhanced by upgrades to the facility control systems. RCL 23 can now test with gaseous hydrogen flow rates up to 0.05 lbm/sec and jet fuel flow rates up to 0.62 lbm/sec. Research airflow rates up to 3 lbm/sec are possible with the 450-psig supply system over a range of inlet temperatures. Nonvitiated, heated air is supplied from a shell and tube heat exchanger. The maximum nonvitiated facility air temperature is 1100 F at 1.5 lbm/sec. Research-section exhaust temperatures are limited to 3200 F because of material and cooling capacity limits. A variety of support systems are available depending on the research hardware configuration. Test section ignition can be provided via either a hydrogen air torch system or an electronic spark system. Emissions measurements are obtained with either pneumatically or electromechanically actuated gas sample probes, and the electromechanical system allows for radial measurements at a user-specified axial location for measurement of emissions profiles. Gas analysis data can be obtained for a variety of species, including carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NO and NOx), oxygen (O2), unburnt hydrocarbons, and unburnt hydrogen. Facility control is accomplished with a programmable logic control system. Facility operations have been upgraded to a system based on graphical user interface control screens. A data system is available for real-time acquisition and monitoring of both measurements in engineering units and performance calculations. The upgrades have made RCL 23 a highly flexible facility for research into low emissions gas turbine combustor concepts, and the flame tube configuration inherently allows for a variety of fuel nozzle configurations to be tested in a cost-effective manner. RCL 23 is poised to be a leading facility for developing modern low-emission fuel nozzles for use with jet fuel and alternative fuels.

Little, James E.↗

NASA NTRS2004

Fuel-Flexible Gas Turbine Combustor Flametube Facility

Facility modifications have been completed to an existing combustor flametube facility to enable testing with gaseous hydrogen propellants at the NASA Glenn Research Center. The purpose of the facility is to test a variety of fuel nozzle and flameholder hardware configurations for use in aircraft combustors. Facility capabilities have been expanded to include testing with gaseous hydrogen, along with the existing hydrocarbon-based jet fuel. Modifications have also been made to the facility air supply to provide heated air up to 350 psig, 1100 F, and 3.0 lbm/s. The facility can accommodate a wide variety of flametube and fuel nozzle configurations. Emissions and performance data are obtained via a variety of gas sample probe configurations and emissions measurement equipment.

Little, James E.↗