Search NASA⌕ Search

SEARCH · Search NASA

Results for “Regenerative cycle”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 181 records · Page 10

An electric vehicle propulsion system's impact on battery performance: An overview

The performance of two types of batteries, lead-acid and nickel-zinc, was measured as a function of the charging and discharging demands anticipated from electric vehicle propulsion systems. The benefits of rapid high current charging were mixed: although it allowed quick charges, the energy efficiency was reduced. For low power (overnight) charging the current wave shapes delivered by the charger to the battery tended to have no effect on the battery cycle life. The use of chopper speed controllers with series traction motors resulted in a significant reduction in the energy available from a battery whenever the motor operates at part load. The demand placed on a battery by an electric vehicle propulsion system containing electrical regenerative braking confirmed significant improvment in short term performance of the battery.

Bozek, J. M.↗

Automation of the Environmental Control and Life Support System

The objective of the Environmental Control and Life Support System (ECLSS) Advanced Automation Project is to recommend and develop advanced software for the initial and evolutionary Space Station Freedom (SSF) ECLS system which will minimize the crew and ground manpower needed for operations. Another objective includes capturing ECLSS design and development knowledge for future missions. This report summarizes our results from Phase I, the ECLSS domain analysis phase, which we broke down into three steps: 1) Analyze and document the baselined ECLS system, 2) envision as our goal an evolution to a fully automated regenerative life support system, built upon an augmented baseline, and 3) document the augmentations (hooks and scars) and advanced software systems which we see as necessary in achieving minimal manpower support for ECLSS operations. In addition, Phase I included development of an advanced software life cycle testing tools will be used in the development of the software. In this way, we plan in preparation for phase II and III, the development and integration phases, respectively. Automated knowledge acquisition, engineering, verification, and can capture ECLSS development knowledge for future use, develop more robust and complex software, provide feedback to the KBS tool community, and insure proper visibility of our efforts.

Dewberry, Brandon S.↗

Development of GRCop-84 for Rocket Engine Applications

GRCop-84 (Cu-8 at.% Cr-4 at.% Nb) has been under development at the NASA Glenn Research Center for several years. The alloy possesses a unique combination of good thermal conductivity, high elevated temperature strength, long creep lives and long low cycle fatigue lives. The alloy is also more oxidation resistant than pure copper and most competitive alloys. The combination of properties has attracted attention from major rocket engine manufacturers who are interested in the alloy for the combustion chamber liner in their next generation of regeneratively cooled engines. It is also a strong candidate for various components in hypersonic vehicles, which also experience very high heat flux conditions. This presentation will discuss the alloy design strategies used to develop GRCop-84 and the various processing routes available for manufacturing components. The microstructure and mechanical properties of the alloy will be reviewed, as well as the results of actual hot fire testing of subscale rocket combustion chambers. The use of environmental and thermal barrier coatings to extend the performance to even higher levels will also be discussed.

Ellis, David L.↗

Free-piston regenerative hot gas hydraulic engine

A displacer piston which is driven pneumatically by a high-pressure or low-pressure gas is included in a free-piston regenerative hydraulic engine. Actuation of the displacer piston circulates the working fluid through a heater, a regenerator and a cooler. The present invention includes an inertial mass such as a piston or a hydraulic fluid column to effectively store and supply energy during portions of the cycle. Power is transmitted from the working fluid to a hydraulic fluid across a diaphragm or lightweight piston to achieve a hydraulic power out-put. The displacer piston of the present invention may be driven pneumatically, hydraulically or electromagnetically. In addition, the displacer piston and the inertial mass of the present invention may be positioned on the same side of the diaphragm member or may be separated by the diaphragm member.

Beremand, D. G.↗

Rocketdyne RBCC Engine Concept Development

Boeing Rocketdyne is pursuing the development of Rocket Based Combined Cycle (RBCC), propulsion systems as demonstrated by significant contract work in the hypersonic arena (ART, NASP, SCT, system studies) and over 12 years of steady company discretionary investment. The Rocketdyne concept is a fixed geometry integrated rocket, ramjet, scramjet which is hydrogen fueled and uses hydrogen regenerative cooling. The baseline engine structural configuration uses an integral structure that eliminates panel seals. seal purge gas, and closeout side attachments. Rocketdyne's experimental RBCC engine (Engine A5) was constructed under contract with the NASA Marshall Space Flight Center. Engine A5 models the complete flight engine flowpath consisting of an inlet, isolator, airbreathing combustor and nozzle. High performance rocket thrusters are integrated into the engine to enable both air-augmented rocket (AAR) and pure rocket operation. Engine A5 was tested in CASL's new FAST facility as an air-augmented rocket, a ramjet and a pure rocket. Measured performance demonstrated vision vehicle performance levels for Mach 3 AAR operation and ramjet operation from Mach 3 to 4. Rocket mode performance was above predictions. For the first time. testing also demonstrated transition from AAR operation to ramjet operation. This baseline configuration has also been shown, in previous testing, to perform well in the scramjet mode.

G. Ratckin↗

Microstructural Evolution and Mechanical Properties of LP-DED NASA HR-1 – A Hydrogen Resistant AM Superalloy for Space Propulsion Applications

The National Aeronautics and Space Administration (NASA) has actively pursued metal additive manufacturing (AM) technologies for spaceflight applications since the late 2000s. AM offers transformative advantages in cost, schedule, part consolidation, and design flexibility. Among the various AM techniques, laser powder directed energy deposition (LP-DED) is particularly well suited for fabricating complex geometries with fine feature resolution. In propulsion systems that utilize high-pressure gaseous hydrogen—such as liquid hydrogen rocket engines—hydrogen environment embrittlement (HEE) presents a serious threat to material performance 1,2 . Mechanical property degradation under these conditions can compromise component reliability, especially under cyclic loading. To address this challenge, NASA developed NASA HR-1 (Hydrogen Resistant-1) as a solution for liquid rocket engine components operating in hydrogen-rich environments, using the LP-DED technique 3-9 . A key component in a liquid rocket engine is the exhaust nozzle, which is typically regeneratively cooled (regen) due to the high heat flux. NASA HR-1 was specifically developed for regen nozzle applications using hydrogen as a propellant, providing resistance to HEE, a critical issue for many materials. The AM version of NASA HR-1 was also formulated to achieve high ultimate tensile strength, along with high yield strength and ductility in this environment 5,6 . Low-cycle fatigue (LCF) is another important consideration in nozzle design, as components are expected to endure multiple starts and missions. Additionally, the LP-DED version of the alloy exhibits improved thermal conductivity compared to its wrought counterpart, which benefits nozzle cooling. Overall, NASA HR-1 offers an excellent balance of high strength, HEE resistance, LCF performance, thermal conductivity, and ductility to meet the demanding requirements of channel-cooled nozzles and other components used with hydrogen and other propellants. The LP-DED–processed NASA HR-1 requires several post-processing heat treatment steps to achieve the material properties desirable for its intended application 6 . These steps include stress relief, homogenization, solution annealing, and aging for precipitation hardening. The stress relief treatment mitigates residual stresses accumulated during the LP-DED process and minimizes the potential for distortion. Homogenization, a common step for AM materials, reduces elemental segregation and promotes recrystallization to develop a more equiaxed grain structure. The subsequent solution annealing treatment heats the part to a solid solution temperature to dissolve the undesirable η-phase that forms during cooling from homogenization, followed by rapid cooling to retain an η-phase–free microstructure. Finally, aging promotes precipitation of the strengthening γ′ phase in the alloy. The integration of compositional design and optimized thermal processing enables high-quality LP-DED NASA HR-1 components with excellent microstructural and mechanical stability. Improved chemical and microstructure homogeneity enhances ductility and fatigue resistance—both critical for safe and reliable operation in high-pressure hydrogen environments. NASA has successfully fabricated and hot-fire tested multiple subscale and full-scale channel wall nozzles using LP-DED NASA HR-1 5,6, 9-14 . These efforts included process refinements to support thin-wall construction and various channel geometries. Throughout development, several key observations emerged. After homogenization, the as-built columnar grain structure transforms into a fully equiaxed microstructure. However, subsequent treatments—such as solution annealing and aging—result in changes that are more difficult to track. The grain structure remains largely unchanged, and the γ′ precipitates, typically 5–10 nm in diameter, are beyond the resolution of scanning electron microscopy (SEM). While transmission electron microscopy (TEM) can resolve these fine precipitates, TEM sample preparation is time-consuming and difficult for LP-DED material. As an alternative, differential scanning calorimetry (DSC) offers a useful, qualitative approach to monitor precipitate evolution throughout different stages of heat treatment. The overall goal is to improve the understanding of how heat treatment affects the microstructure and mechanical performance of LP-DED NASA HR-1. This paper presents heat treatment design considerations, microstructural characterization, mechanical testing – including tensile and LCF testing in both air and hydrogen environments.

Superalloy↗

Aerospace Regenerative Fuel Cell Fluidic Component Design Challenges

A discrete regenerative fuel cell (RFC) system is currently under development at the NASA Glenn Research Center and Johnson Space Center. The objective of this activity is to produce an energy storage system with a higher specific energy (W·hr/kg) than the state-of-the-art battery technologies then test that system within an environment simulating the temperatures and pressures expected over a full lunar day cycle on the lunar surface. The system is designed to be as flight-like as possible given resource and commercially available technology limitations. The RFC system is comprised of a fuel cell power system, a high pressure electrolysis system, fluidic and electronic balance of plant systems, avionics, power management and distribution system, and software. This technical memorandum discusses components and subsystems that present challenges in developing flight ready RFCs. To remedy identified issues, functional application test plans are presented for components and subsystems primarily constructed with commercially available options due to the budget and schedule constraints of this ground technology demonstration project.

fuel cell↗

Platelet injectors for Space Shuttle orbit maneuvering engine

The Space Shuttle Orbit Maneuvering Subsystem Rocket Engine employs a platelet element injector concept. This injector has demonstrated 316-sec vacuum specific impulse performance under simulated altitude conditions when tested with a milled slot/electroformed nickel close-out regenerative chamber and a full 71 area ratio nozzle. To date, over 300 altitude engine tests and 300 stability bomb tests have demonstrated stable, erosion free operation with this concept to test durations of 150 seconds. The injector and chamber also meet the reusable requirements of the shuttle with a cycle life capability in excess of 1000 cycles. An extensive altitude restart program has also demonstrated OMS-engine operation over large variations in the burn and coast times with helium saturated propellants.

Kahl, R. C.↗

Much Lower Launch Costs Make Resupply Cheaper than Recycling for Space Life Support

The development of commercial launch vehicles by SpaceX has greatly reduced the cost of launching mass to Low Earth Orbit (LEO). Reusable launch vehicles may further reduce the launch cost per kilogram. The new low launch cost makes open loop life support much cheaper than before. Open loop systems resupply water and oxygen in tanks for crew use and provide disposable lithium hydroxide (LiOH) in canisters to remove carbon dioxide. Short human space missions such as Apollo and shuttle have used open loop life support, but the long duration International Space Station (ISS) recycles water and oxygen and removes carbon dioxide with a regenerative molecular sieve. These ISS regenerative and recycling life support systems have significantly reduced the total launch mass needed for life support. But, since the development cost of recycling systems is much higher than the cost of tanks and canisters, the relative cost savings have been much less than the launch mass savings. The Life Cycle Cost (LCC) includes development, launch, and operations. If another space station was built in LEO, resupply life support would be much cheaper than the current recycling systems. The mission most favorable to recycling would be a long term lunar base, since the resupply mass would be large, the proximity to Earth would reduce the need for recycling reliability and spares, and the launch cost would be much higher than for LEO due to the need for lunar transit and descent propulsion systems. For a ten-year lunar base, the new low launch costs make resupply cheaper than recycling systems similar to ISS life support.

launch costs↗

ELECTRIFICATION OF A HEAVY-DUTY OFF-ROAD MATERIAL HANDLER: ENERGY SAVINGS AND EMISSION REDUCTIONS

Federal regulations are driving the adoption of electrification technologies to reduce carbon dioxide equivalent (CO2e) emissions, a metric that quantifies the global warming potential of various greenhouse gases in terms of carbon dioxide (CO2). Although no specific CO2 regulations exist for heavy-duty off-road machines, future reductions are likely, given stricter emissions standards for on-road vehicles. The heavy-duty off-road sector offers significant fuel-saving potential, as its focus has traditionally been on reliability and performance rather than fuel efficiency. This dissertation examines fuel and CO2e savings opportunities on a heavy-duty off-road material handler, the Pettibone Cary-Lift 204i, from stock configuration to simple modifications to a complete teardown and reconfiguration of the machine with a plug-in series hybrid architecture using electrified hydraulics. The study begins by modeling the baseline machine’s fuel and energy consumption, calibrating with experimental data from custom operating cycles. An energy analysis identifies key areas for fuel savings. Two simple powertrain modifications result in a combined 16.2% fuel savings. Next, a Pugh-style analysis narrows a list of electrified architectures, leading to high-fidelity models that evaluate total lifetime CO2e and costs. Higher electrification levels reduce CO2e emissions but increase costs, and electricity grid emissions significantly impact CO2e for plug-in architectures. A plug-in series hybrid is chosen for the project. In its base control form, 49% fuel and 29% CO2e savings are expected from the plug-in series hybrid compared to the baseline machine. Further savings are pursued through regenerative braking (6.3%) and load-following hydraulic control (17.8%), totaling 24.1% fuel savings, and leading to a total of 61% fuel and 41% CO2e savings compared to the baseline. Battery chemistries and charging strategies are also analyzed for cost and CO2e impacts, finding LFP batteries as superior due to longevity, and overnight level 2 charging usually at a lower cost but resulting in higher emissions than opportunity DC fast-charging (DCFC). DCFC emissions are highly dependent on grid emissions, and DCFC cost is highly dependent on grid demand charges. Finally, artificial intelligence is applied to operating cycle recognition. Neural network accuracy ranges from 81% to 99%, with applications to worksite efficiency and safety improvements.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Advanced fabrication techniques for cooled engine structures

An improved design for regeneratively cooled engine structures was identified. This design uses photochemically machined (PCM) coolant passages. It permits the braze joint to be placed in a relatively cool area, remote from the critical hot face sheet. The geometry of the passages at the face sheet also minimizes stress concentration and, therefore, enhances the low cycle fatigue performance. The two most promising alloys identified for this application are Inconel 617 and Nickel 201. Inconel 617 was selected because it has excellent creep rupture properties, while Nickel 201 was selected because of its predicted good performance under low cycle fatigue loading. The fabrication of the PCM coolant passages in both Inconel 617 and Nickel 201 was successfully developed. During fabrication of Inconel 617, undesirable characteristics were observed in the braze joints. A development program to resolve this condition was undertaken and led to definition of an isothermal solidification process for joining Inconel 617 panels. This process produced joints which approach parent metal strength and homogeneity.

Buchmann, O. A.↗

Graphical method for predicting life of a rocket thrust chamber with half-hard zirconium-copper liner and electroformed nickel closeout

A method for estimating the life of a regeneratively cooled rocket thrust chamber was developed and is based on the hot-gas wall temperature and the temperature difference between the hot-gas wall and the outside surface of the closeout. This method permits a quick estimate of the life of a thrust chamber when design changes or test-cycle variations are considered. Strain range and life are presented graphically as functions of these temperature parameters for a typical high-performance rocket thrust chamber with a half-hard zirconium-copper liner and an electroformed nickel closeout.

Kasper, H. J.↗

Recent testing of 30 KW hydrogen arcjet thrusters

NASA is conducting efforts to evaluate high-power hydrogen arcjets for orbit transfer propulsion applications. As part of this program, an attempt was made to reexamine both radiatively- and regeneratively-cooled, 30 kW thrusters first demonstrated by the Giannini Scientific Corp. in 1963. The arcjets were configured to force arc attachment upstream of the throat in a subsonic chamber region. While thruster currents were steady, the voltage traces exhibited sawtooth waveforms at frequencies on the order of 20 kHz. Voltage variations per cycle were typically between 100 and 310 volts, indicating major changes in the position of the arc attachment with time. When operated at their respective design points, the performance of both thrusters fell below the values listed in the 1960's development reports. The reason for the discrepancies is not currently understood and further investigations are in progress. However, the recently measured efficiencies were high compared to those obtained with constricted-arc designs at similar conditions, and further arcjet performance optimizations may be possible.

Haag, Thomas W.↗

Recent testing of 30 kW hydrogen arcjet thrusters

NASA is conducting efforts to evaluate high-power hydrogen arcjets for orbit transfer propulsion applications. As part of this program, an attempt was made to reexamine both radiatively- and regeneratively-cooled, 30 kW thrusters first demonstrated by the Giannini Scientific Corp. in 1963. The arcjets were configured to force arc attachment upstream of the throat in a subsonic chamber region. While thruster currents were steady, the voltage traces exhibited sawtooth waveforms at frequencies on the order of 20 kHz. Voltage variations per cycle were typically between 100 and 310 volts, indicating major changes in the position of the arc attachment with time. When operated at their respective design points, the performance of both thrusters fell below the values listed in the 1960's development reports. The reason for the discrepancies is not currently understood and further investigations are in progress. However, the recently measured efficiencies were high compared to those obtained with constricted-arc designs at similar conditions, and further arcjet performance optimizations may be possible.

Haag, Thomas W.↗

Summary and evaluation of the parametric study of potential early commercial MHD power plants (PSPEC)

Two parallel contracted studies were conducted. Each contractor investigated three base cases and parametric variations about these base cases. Each contractor concluded that two of the base cases (a plant using separate firing of an advanced high temperature regenerative air heater with fuel from an advanced coal gasifier and a plant using an intermediate temperature metallic recuperative heat exchanger to heat oxygen enriched combustion air) were comparable in both performance and cost of electricity. The contractors differed in the level of their cost estimates with the capital cost estimates for the MHD topping cycle and the magnet subsystem in particular accounting for a significant part of the difference. The impact of the study on the decision to pursue a course which leads to an oxygen enriched plant as the first commercial MHD plant is described.

Staigner, P. J.↗

Dynamic Modeling of ALS Systems

The purpose of dynamic modeling and simulation of Advanced Life Support (ALS) systems is to help design them. Static steady state systems analysis provides basic information and is necessary to guide dynamic modeling, but static analysis is not sufficient to design and compare systems. ALS systems must respond to external input variations and internal off-nominal behavior. Buffer sizing, resupply scheduling, failure response, and control system design are aspects of dynamic system design. We develop two dynamic mass flow models and use them in simulations to evaluate systems issues, optimize designs, and make system design trades. One model is of nitrogen leakage in the space station, the other is of a waste processor failure in a regenerative life support system. Most systems analyses are concerned with optimizing the cost/benefit of a system at its nominal steady-state operating point. ALS analysis must go beyond the static steady state to include dynamic system design. All life support systems exhibit behavior that varies over time. ALS systems must respond to equipment operating cycles, repair schedules, and occasional off-nominal behavior or malfunctions. Biological components, such as bioreactors, composters, and food plant growth chambers, usually have operating cycles or other complex time behavior. Buffer sizes, material stocks, and resupply rates determine dynamic system behavior and directly affect system mass and cost. Dynamic simulation is needed to avoid the extremes of costly over-design of buffers and material reserves or system failure due to insufficient buffers and lack of stored material.

Jones, Harry↗

Advanced fuel cell concepts for future NASA missions

Studies of primary fuel cells for advanced all electric shuttle type vehicles show an all fuel cell power system with peak power capability of 100's of kW to be potentially lighter and have lower life cycle costs than a hybrid system using advanced H2O2 APU's for peak power and fuel cells for low power on orbit. Fuel cell specific weights of 1 to 3 lb/kW, a factor of 10 improvement over the orbiter power plant, are projected for the early 1990's. For satellite applications, a study to identify high performance regenerative hydrogen oxygen fuel cell concepts for geosynchronous orbit was completed. Emphasis was placed on concepts with the potential for high energy density (Wh/lb) and passive means for water and heat management to maximize system reliability. Both alkaline electrolyte and polymer membrane fuel cells were considered.

Stedman, J. K.↗

Carbon dioxide adsorbent study

A study was initiated on the feasibility of using the alkali metal carbonate - bi-carbonate solid-gas reaction to remove carbon dioxide from the atmosphere of an EVA life support system. The program successfully demonstrates that carbon dioxide concentrations could be maintained below 0.1 mole per cent using this chemistry. Further a practical method for distributing the carbonates in a coherent sheet form capable of repeated regeneration (50 cycles) at modest temperatures (423 K), without loss in activity was also demonstrated. Sufficiently high reaction rates were shown to be possible with the carbonate - bi-carbonate system such that EVA hardware could be readily designed. Experimental and design data were presented on the basis of which two practical units were designed. In addition to conventional thermally regenerative systems very compact units using ambient temperature cyclic vacuum regeneration may also be feasible. For a one man - 8 hour EVA unit regenerated thermally at the base ship a system volume of 14 liters is estimated.

Onischak, M.↗