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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.

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At least 199 records · Page 11

All sources NASA NTRS DOE OSTI

NASA NTRS1983

Multi-fuel rotary engine for general aviation aircraft

Design studies of advanced multifuel general aviation and commuter aircraft rotary stratified charge engines are summarized. Conceptual design studies were performed at two levels of technology, an advanced general aviation engines sized to provide 186/250 shaft kW/hp under cruise conditions at 7620 (25,000 m/ft) altitude. A follow on study extended the results to larger (2500 hp max.) engine sizes suitable for applications such as commuter transports and helicopters. The study engine designs were derived from relevant engine development background including both prior and recent engine test results using direct injected unthrottled rotary engine technology. Aircraft studies, using these resultant growth engines, define anticipated system effects of the performance and power density improvements for both single engine and twin engine airplanes. The calculated results indicate superior system performance and 27 to 33 percent fuel economy improvement for the rotary engine airplanes as compared to equivalent airframe concept designs with current baseline engines. The research and technology activities required to attain the projected engine performance levels are also discussed. Previously announced in STAR as N83-18910

Jones, C.↗

NASA NTRS1983

An SCR inverter with an integral battery charger for electric vehicles

The feasibility of incorporating an onboard battery charger into the inverter previously developed under a NASA contract is successfully demonstrated. The rated output power of the resulting isolated battery charger is 3.6 kW at 220 Vac with an 86 percent efficiency and a 95 percent power factor. Also achieved are improved inverter efficiency (from 90 to 93 percent at 15 kW motor shaft power), inverter peak power capability (from 26 to 34 kW), and reduced weight and volume of the combined inverter/charger package (47 kg, 49 x 44 x 24 cm). Some major conclusions are that using the inverter commutation circuitry to perform the battery charging function is advantageous, and that the input-commutated thyristor inverter has the potential to be an excellent inverter and battery charger for use in electric vehicle applications.

Thimmeach, D.↗

NASA NTRS1985

Ferroresonant Circuit With Increased Efficiency

Additional inductor reduces heating and increases stability. In modified circuit small inductor in series with capacitor reduces criticality of tuning. Broadens commutating interval but decreases peak commutating current sufficiently to reduce net heating over complete cycle.

Mclyman, C. W. T.↗

NASA NTRS1985

Advanced vehicle systems assessment. Volume 3: Systems assessment

The systems analyses integrate the advanced component and vehicle characteristics into conceptual vehicles with identical performance (for a given application) and evaluates the vehicles in typical use patterns. Initial and life-cycle costs are estimated and compared to conventional reference vehicles with comparable technological advances, assuming the vehicles will be in competition in the early 1990s. Electric vans, commuter vehicles, and full-size vehicles, in addition to electric/heat-engine hybrid and fuel-cell powered vehicles, are addressed in terms of performance and economics. System and subsystem recommendations for vans and two-passenger commuter vehicles are based on the economic analyses in this volume.

Hardy, K.↗

NASA NTRS1986

Small Engine Component Technology (SECT)

A study of small gas turbine engines was conducted to identify high payoff technologies for year-2000 engines and to define companion technology plans. The study addressed engines in the 186 to 746 KW (250 to 1000 shp) or equivalent thrust range for rotorcraft, commuter (turboprop), cruise missile (turbojet), and APU applications. The results show that aggressive advancement of high payoff technologies can produce significant benefits, including reduced SFC, weight, and cost for year-2000 engines. Mission studies for these engines show potential fuel burn reductions of 22 to 71 percent. These engine benefits translate into reductions in rotorcraft and commuter aircraft direct operating costs (DOC) of 7 to 11 percent, and in APU-related DOCs of 37 to 47 percent. The study further shows that cruise missile range can be increased by as much as 200 percent (320 percent with slurry fuels) for a year-2000 missile-turbojet system compared to a current rocket-powered system. The high payoff technologies were identified and the benefits quantified. Based on this, technology plans were defined for each of the four engine applications as recommended guidelines for further NASA research and technology efforts to establish technological readiness for the year 2000.

Early, M.↗

NASA NTRS1993

Quons, an interpolation between Bose and Fermi oscillators

After a brief mention of Bose and Fermi oscillators and of particles which obey other types of statistics, including intermediate statistics, parastatistics, paronic statistics, anyon statistics, and infinite statistics, I discuss the statistics of 'quons' (pronounced to rhyme with muons), particles whose annihilation and creation operators obey the q-deformed commutation relation (the quon algebra or q-mutator) which interpolates between fermions and bosons. I emphasize that the operator for interaction with an external source must be an effective Bose operator in all cases. To accomplish this for parabose, parafermi and quon operators, I introduce parabose, parafermi, and quon Grassmann numbers, respectively. I also discuss interactions of non-relativistic quons, quantization of quon fields with antiparticles, calculation of vacuum matrix elements of relativistic quon fields, demonstration of the TCP theorem, cluster decomposition, and Wick's theorem for relativistic quon fields, and the failure of local commutativity of observables for relativistic quon fields. I conclude with the bound on the parameter q for electrons due to the Ramberg-Snow experiment.

Greenberg, O. W.↗

NASA NTRS1994

Power-Conserving Stepping-Motor Drive Circuits

Two improved drive circuits for sinusoidally commutated stepping motor include feedback loops reducing unnecessary consumption of power by reducing drive-current amplitude, I, when motor operates under light load. Basic design strategy attempts to supply only little more current than minimum needed to overcome friction in lightly loaded condition. In this sinusoidally commutated two-phase stepping motor, magnetic field generated by drive currents in phase-A and phase-B stator windings urges rotor toward commanded angle x.

Nola, Frank J.↗

NASA NTRS1994

Integrated-Circuit Controller For Brushless dc Motor

Generic circuit performs commutation-logic and power-switching functions for control of brushless dc motor. Controller includes commutation-logic and associated control circuitry, power supply, and inverters containing power transistors. Major advantages of controller are size, weight, and power consumption can be made less than other brushless-dc-motor controllers.

Le, Dong Tuan↗

NASA NTRS1998

Report 1: Basic Operation of the Switched Reluctance Motor

Typically salient poles have windings forming coils wrapped around the waists (or pole cores) of each pole. This is true for the stator of the SRM but not for the rotor. The rotor has no windings, no coils, no magnets, no commutator, or slip rings it is only comprised of laminated steel sheets stamped in the shape of the pole design and mounted on a shaft. This allows for ease in manufacturing the rotor as well as reducing the rotor's inertia. There is also no electrical loss associated with the rotor since there are no windings, commutator, or slip rings.

Pillay, Pragasen↗

NASA NTRS2002

Icing Sensor Probe

Aircraft icing is a serious safety problem for the general aviation and some commuter transport airplanes. There has been tremendous growth in the commuter aviation industry in the last few years, Since these type of aircraft generally operate at lower altitudes they consequently spend a far greater proportion of their time operating in icing conditions. For the past thirty years airborne and ground based facilities have relied primarily on two types of cloud physics instrumentation to measure the characteristics of icing clouds: hot wire liquid water content probes and laser based particle sizing probes for the measurement of water droplet size. The instrumentation is severely limited by the technology that was developed during the 1970's and is quite large in size. The goal of this research is to develop one instrument with a wide bandwidth, better response time, higher resolution, user selectability, and small and lightweight. NASA Glenn Research Center, Droplet Measurement Technology, and Meteorology Society of Canada have developed a collaborative effort to develop such an instrument. This paper describes the development and test results of the prototype Icing Sensor Probe.

Emery, Edward↗

NASA NTRS1984

Motor Controllers

Kollmorgen Corporation's Mermaid II two person submersible is propeller-driven by a system of five DC brushless motors with new electronic controllers that originated in work performed in a NASA/DOE project managed by Lewis Research Center. A key feature of the system is electric commutation rather than mechanical commutation for converting AC current to DC.

Source record↗

NASA NTRS2003

Advanced Propulsion System Studies for General Aviation Aircraft

This final report addresses the following topics: Market Impact Analysis (1) assessment of general aviation, including commuter/regional, aircraft market impact due to incorporation of advanced technology propulsion system on acquisition and operating costs, job creation and/or manpower demand, and future fleet size; (2) selecting an aircraft and engine for the study by focusing on the next generation 19-passenger commuter and the Williams International FJ44 turbofan engine growth. Propulsion System Analysis Conducted mission analysis studies and engine cycle analysis to define a new commuter mission and required engine performance, define acquisition and operating costs and, select engine configuration and initiated preliminary design for hardware modifications required. Propulsion System Benefits (1) assessed and defined engine emissions improvements, (2) assessed and defined noise reduction potential and, (3) conducted a cost analysis impact study. Review of Relevant NASA Programs Conducted literature searches using NERAC and NASA RECON services for related technology in the emissions and acoustics area. Preliminary Technology Development Plans Defined plan to incorporate technology improvements for an FJ44-2 growth engine in performance, emissions, and noise suppression.

Eisenberg, Joseph D.↗

NASA NTRS2004

Development of an LS-DYNA Model of an ATR42-300 Aircraft for Crash Simulation

This paper describes the development of an LS-DYNA simulation of a vertical drop test of an ATR42-300 twin-turboprop high-wing commuter-class airplane. A 30-ft/s drop test of this aircraft was performed onto a concrete impact surface at the FAA Technical Center on July 30, 2003. The purpose of the test was to evaluate the structural response of a commuter-class aircraft when subjected to a severe, but survivable, impact. The aircraft was configured with crew and passenger seats, anthropomorphic test dummies, forward and aft luggage, instrumentation, and onboard data acquisition systems. The wings were filled with approximately 8,700 lb. of water to represent the fuel and the aircraft weighed a total of 33,200 lb. The model, which consisted of 57,643 nodes and 62,979 elements, was developed from direct measurements of the airframe geometry, over a period of approximately 8 months. The seats, dummies, luggage, fuel, and other ballast were represented using concentrated masses. Comparisons were made of the structural deformation and failure behavior of the airframe, as well as selected acceleration time history responses.

Jackson, Karen E.↗

NASA NTRS2006

Agent Reward Shaping for Alleviating Traffic Congestion

Traffic congestion problems provide a unique environment to study how multi-agent systems promote desired system level behavior. What is particularly interesting in this class of problems is that no individual action is intrinsically "bad" for the system but that combinations of actions among agents lead to undesirable outcomes, As a consequence, agents need to learn how to coordinate their actions with those of other agents, rather than learn a particular set of "good" actions. This problem is ubiquitous in various traffic problems, including selecting departure times for commuters, routes for airlines, and paths for data routers. In this paper we present a multi-agent approach to two traffic problems, where far each driver, an agent selects the most suitable action using reinforcement learning. The agent rewards are based on concepts from collectives and aim to provide the agents with rewards that are both easy to learn and that if learned, lead to good system level behavior. In the first problem, we study how agents learn the best departure times of drivers in a daily commuting environment and how following those departure times alleviates congestion. In the second problem, we study how agents learn to select desirable routes to improve traffic flow and minimize delays for. all drivers.. In both sets of experiments,. agents using collective-based rewards produced near optimal performance (93-96% of optimal) whereas agents using system rewards (63-68%) barely outperformed random action selection (62-64%) and agents using local rewards (48-72%) performed worse than random in some instances.

Tumer, Kagan↗

NASA NTRS2009

Linear Actuator Has Long Stroke and High Resolution

The term precision linear actuator, direct drive ( PLADD ) refers to a robust linear actuator designed to be capable of repeatedly performing, over a lifetime of the order of 5 to 10 years, positioning maneuvers that include, variously, submicron increments or slews of the order of a centimeter. The PLADD is capable of both long stroke (120 mm) and high resolution (repeatable increments of 20 nm). Unlike precise linear actuators of prior design, the PLADD contains no gears, levers, or hydraulic converters. The PLADD, now at the prototype stage of development, is intended for original use as a coarse-positioning actuator in a spaceborne interferometer. The PLADD could also be adapted to terrestrial applications in which there are requirements for long stroke and high resolution: potential applications include medical imaging and fabrication of semiconductor devices. The PLADD (see figure) includes a commercially available ball-screw actuator driven directly by a commercially available three-phase brushless DC motor. The ball-screw actuator comprises a spring-preloaded ball nut on a ball screw that is restrained against rotation as described below. The motor is coupled directly (that is, without an intervening gear train) to a drive link that, in turn, is coupled to the ball nut. By eliminating the gear train, the direct-drive design eliminates the complexity, backlash, and potential for misalignment associated with a gear train. To prevent inadvertent movement, there is a brake that includes flexured levers compressed against the drive link by preload springs. This is a power-off brake: There are also piezoelectric stacks that can be activated to oppose the springs and push the levers away from the drive link. Hence, power must be applied to the piezoelectric stacks to release the drive link from braking. To help ensure long operational life, all of the mechanical drive components are immersed in an oil bath within hermetically sealed bellows. The outer end of the bellows holds the outer end of the ball screw, thereby preventing rotation of the ball screw. Positioning is controlled by an electronic control system that includes digital and analog subsystems that interact with the motor and brake and with two sensor/encoder units: a Hall-effect-sensor rotation encoder and a linear glass-scale encoder. This system implements a proportional + integral + derivative control algorithm that results in variation of voltage commands to each of the three pairs of windings of the brushless DC motor. In one of two alternative control modes, the voltages are applied to the windings in a trapezoidal commutation scheme on the basis of timing signals obtained from the Hall-effect sensors; this scheme yields relatively coarse positioning - 24 steps per motor revolution. The second control mode involves a sinusoidal commutation scheme in which the output of the linear glass-scale encoder is transposed to rotational increments to yield much finer position feedback - more than 400,000 steps per revolution.

Cook, Brant T.↗

NASA NTRS2017

Robust Exploration and Commercial Missions to the Moon Using NTR LANTR Propulsion and Lunar-Derived Propellants

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable access through cislunar space necessary for commercial development and sustained human presence on the Moon. In his post-Apollo Integrated Space Program Plan (1970-1990), Wernher von Braun, proposed a reusable nuclear thermal propulsion stage (NTPS) to deliver cargo and crew to the Moon to establish a lunar base before undertaking human missions to Mars. The NTR option was selected by von Braun because it was a demonstrated technology capable of generating both high thrust and high specific impulse (Isp 900 s) twice that of todays best chemical rockets. In NASAs Mars Design Reference Architecture (DRA) 5.0 study, the crewed Mars transfer vehicle used three 25 klbf Pewee engines the smallest and highest performing engine tested in the Rover program along with graphite composite fuel. Smaller, lunar transfer vehicles consisting of a NTPS using three approximately 16.5 klbf Small Nuclear Rocket Engines (SNREs), an in-line propellant tank, plus the payload can enable a variety of reusable lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong tourism missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing an affordable in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in-situ propellant production used to supply strategically located propellant depots and transportation nodes. The utilization of iron-rich volcanic glass or lunar polar ice (LPI) deposits (each estimated at billions of metric tons) for propellant production can significantly reduce the launch mass requirements from Earth and can enable reusable, surface-based lunar landing vehicles (LLVs) using liquid oxygen/hydrogen (LOX/LH2) chemical rocket engines. Afterwards, LOX/LH2 propellant depots can be established in lunar equatorial and polar orbits to supply the LTS. At this point a modified version of the conventional NTR called the LOX-augmented NTR, or LANTR would be introduced into the LTS allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an afterburner into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engines choked sonic throat essentially scramjet propulsion in reverse. By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and Isp values while the reactor core power level remains relatively constant. Eventually, a LANTR-based LTS can enable a rapid commuter shuttle with one-way trip times to and from the Moon ranging from 36 to 24 hours. Even if only 1 of the extracted propellant from identified volcanic glass and polar ice deposits were available for use in lunar orbit, such a supply could support daily commuter flights to the Moon for many thousands of years! An evolutionary mission architecture is outlined and a variety of lunar missions and transfer vehicle designs are examined, along with the increasing demands on propellant production as mission complexity increases. A comparison of vehicle features and engine operating characteristics, for both NTR and LANTR engines, is also provided along with a brief discussion on the propellant production issues associated with using volcanic glass and LPI as source material.

Spacecraft design↗

NASA NTRS2017

Robust Exploration and Commercial Missions to the Moon Using NTR LANTR Propulsion and Lunar-Derived Propellants

NASAs current focus is on the Journey to Mars sometime around the mid-to-late 2030s. However, it is also supporting the development of commercial cargo and crew delivery to the ISS (e.g., SpaceX, Orbital Sciences, SNC, Boeing) where inflatable habitation technology (e.g., Bigelow Aerospaces BEAM) is currently being tested Significant private sector interest in commercial lunar activities has also been expressed by Bigelow Aerospace, Golden Spike Company, Shackleton Energy Company (SEC), and most recently by United Launch Alliance (ULA) in their Cislunar-1000 plan Lunar-derived propellant (LDP) production specifically LLO2 and LLH2 offers significant mission leverage and are central themes of both SECs and ULAs plans for commercial lunar development. An efficient, proven propulsion technology with reuse capability like NTP offers the potential for affordable access through space essential to realizing commercial lunar missions.This presentation examines the performance potential of an evolutionary lunar transportation system (LTS) architecture using NTR initially, then transitioning to LANTR as LDPs(e.g., LLO2 from regolith or volcanic glass, LLO2 and LLH2 from lunar polar ice deposits) become available in lunar orbit (LO) Mission applications range from cargo delivery, to crewed landing, to routine commuter flights to and from transportation system nodes located in both lunar equatorial and lunar polar orbits. This presentation examines the performance potential of an evolutionary lunar transportation system (LTS) architecture using NTR initially, then transitioning to LANTR as LDPs (e.g., LLO2 from regolith or volcanic glass, LLO2 and LLH2 from lunar polar ice deposits) become available in lunar orbit (LO) Mission applications range from cargo delivery, to crewed landing, to routine commuter flights to and from transportation system nodes located in both lunar equatorial and lunar polar orbits.

Spacecraft Design↗

NASA NTRS2017

Robust Exploration and Commercial Missions to the Moon Using LANTR Propulsion and Lunar Liquid Oxygen Derived from FeO-Rich Pyroclastic Deposits

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable access through cislunar space necessary for commercial development and sustained human presence on the Moon. It is a demonstrated technology capable of generating both high thrust and high specific impulse (Isp approx.900 s) twice that of todays best chemical rockets. Nuclear lunar transfer vehicles consisting of a propulsion stage using three approx.16.5 klbf Small Nuclear Rocket Engines (SNREs), an in-line propellant tank, plus the payload can enable a variety of reusable lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong tourism missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing a robust in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in-situ propellant production used to supply strategically located propellant depots and transportation nodes. The use of lunar liquid oxygen (LLO2) derived from iron oxide (FeO)-rich volcanic glass beads, found in numerous pyroclastic deposits on the Moon, can significantly reduce the launch mass requirements from Earth by enabling reusable, surface-based lunar landing vehicles (LLVs) using liquid oxygen/hydrogen (LO2/H2) chemical rocket engines. Afterwards, a LO2/H2 propellant depot can be established in lunar equatorial orbit to supply the LTS. At this point a modified version of the conventional NTR called the LOX-augmented NTR, or LANTR is introduced into the LTS allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an afterburner into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engines choked sonic throat - essentially scramjet propulsion in reverse. By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and Isp values while the reactor core power level remains relatively constant. A LANTR-based LTS offers unique mission capabilities including short transit time crewed cargo transports. Even a commuter shuttle service may be possible allowing one-way trip times to and from the Moon on the order of 36 hours or less. If only 1 of the extracted LLO2 propellant from identified resource sites were available for use in lunar orbit, such a supply could support daily commuter flights to the Moon for many thousands of years! The proposed paper outlines an evolutionary architecture and examines a variety of mission types and transfer vehicle designs, along with the increasing demands on LLO2 production as mission complexity and (Delta)V requirements increase. A comparison of vehicle features and engine operating characteristics, for both NTR and LANTR engines, is also provided along with a discussion of the propellant production and mining requirements associated with using FeO-rich volcanic glass as source material.

Nuclear rocket engines↗