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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 253 records · Page 14

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NASA NTRS1992

The Atmospheric Effects of Stratospheric Aircraft: a First Program Report

Studies have indicated that, with sufficient technology development, high speed civil transport aircraft could be economically competitive with long haul subsonic aircraft. However, uncertainty about atmospheric pollution, along with community noise and sonic boom, continues to be a major concern; and this is addressed in the planned 6 yr HSRP begun in 1990. Building on NASA's research in atmospheric science and emissions reduction, the AESA studies particularly emphasizing stratospheric ozone effects. Because it will not be possible to directly measure the impact of an HSCT aircraft fleet on the atmosphere, the only means of assessment will be prediction. The process of establishing credibility for the predicted effects will likely be complex and involve continued model development and testing against climatological patterns. Lab simulation of heterogeneous chemistry and other effects will continue to be used to improve the current models.

Prather, Michael J.↗

NASA NTRS2003

Analysis of Parallel Burn, No-Crossfeed TSTO RLV Architectures and Comparison to Parallel Burn with Crossfeed and Series Burn Architectures

Three dominant Two Stage To Orbit (TSTO) class architectures were studied: Series Burn (SB), Parallel Bum with crossfeed (PBw/cf), and Parallel Burn, no-crossfeed (PBncf). The study goal was to determine what factors uniquely affect PBncf architectures, how each of these factors interact, and to determine from a performance perspective whether a PBncf vehicle could be competitive with a PBw/cf or a SB vehicle using equivalent technology and assumptions. In all cases, performance was evaluated on a relative basis for a fixed payload and mission by comparing gross and dry vehicle masses of a closed vehicle. Propellant combinations studied were LOX: LH2 propelled booster and orbiter (HH) and LOX: Kerosene booster with LOX: LH2 orbiter (KH). The study observations were: 1) A PBncf orbiter should be throttled as deeply as possible after launch until the staging point. 2) A PBncf TSTO architecture is feasible for systems that stage at mach 7. 2a) HH architectures can achieve a mass growth relative to PBw/cf of <20%. 2b) KH architectures can achieve a mass growth relative to Series Burn of <20%. 3) Center of gravity (CG) control will be a major issue for a PBncf vehicle, due to the low orbiter specific thrust to weight ratio and to the position of the orbiter required to align the nozzle heights at liftoff. 4) Thrust to weight ratios of 1.3 at liftoff and between 1.0 and 0.9 when staging at mach 7 appear to be close to ideal for PBncf vehicles. 5) Performance for HH vehicles was better when staged at mach 7 instead of mach 5. The study suggests possible methods to maximize performance of PBncf vehicle architectures in order to meet mission design requirements.

Smith, Garrett↗

NASA NTRS2000

Prototype Lithium-Ion Battery Developed for Mars 2001 Lander

In fiscal year 1997, NASA, the Jet Propulsion Laboratory, and the U.S. Air Force established a joint program to competitively develop high-power, rechargeable lithium-ion battery technology for aerospace applications. The goal was to address Department of Defense and NASA requirements not met by commercial battery developments. Under this program, contracts have been awarded to Yardney Technical Products, Eagle- Picher Technologies, LLC, BlueStar Advanced Technology Corporation, and SAFT America, Inc., to develop cylindrical and prismatic cell and battery systems for a variety of NASA and U.S. Air Force applications. The battery systems being developed range from low-capacity (7 to 20 A-hr) and low-voltage (14 to 28 V) systems for planetary landers and rovers to systems for aircraft that require up to 270 V and for Unmanned Aerial Vehicles that require capacities up to 200 A-hr. Low-Earth-orbit and geosynchronousorbit spacecraft pose additional challenges to system operation with long cycle life (>30,000 cycles) and long calendar life (>10 years), respectively.

Manzo, Michelle A.↗

NASA NTRS2008

Advanced Stirling Convertor (ASC) - From Technology Development to Future Flight Product

The Advanced Stirling Convertor (ASC) is being developed by Sunpower, Inc. under contract to NASA s Glenn Research Center (GRC) with critical technology support tasks lead by GRC. The ASC development, funded by NASA s Science Mission Directorate, started in 2003 as one of 10 competitively awarded contracts that were to address future Radioisotope Power System (RPS) advanced power conversion needs. The ASC technology has since evolved through progressive convertor builds and successful testing to demonstrate high conversion efficiency (38 %), low mass (1.3 kg), hermetic sealing, launch vibration simulation, EMI characterization, and is undergoing extended operation. The GRC and Sunpower team recently delivered three ASC-E machines to the Department of Energy (DOE) and Lockheed Martin Space Systems Company, two units for integration onto the Advanced Stirling Radioisotope Generator Engineering Unit (ASRG EU) plus one spare. The design has recently been initiated for the ASC-E2, an evolution from the ASC-E that substitutes higher temperature materials enabling improved performance and higher reliability margins. This paper summarizes the history and status of the ASC project and discusses plans for this technology which enables RPS specific power of 8 W/kg for future NASA missions.

Wong, Wayne A.↗

NASA NTRS1992

Future regional transport aircraft market, constraints, and technology stimuli

This report provides updated information on the current market and operating environment and identifies interlinking technical possibilities for competitive future commuter-type transport aircraft. The conclusions on the market and operating environment indicate that the regional airlines are moving toward more modern and effective fleets with greater passenger capacity and comfort, reduced noise levels, increased speed, and longer range. This direction leads to a nearly 'seamless' service and continued code-sharing agreements with the major carriers. Whereas the benefits from individual technologies may be small, the overall integration in existing and new aircraft designs can produce improvements in direct operating cost and competitiveness. Production costs are identified as being equally important as pure technical advances.

Harvey, W. Don↗

NASA NTRS1997

Next Generation Multimedia Distributed Data Base Systems

The paradigm of client/server computing is changing. The model of a server running a monolithic application and supporting clients at the desktop is giving way to a different model that blurs the line between client and server. We are on the verge of plunging into the next generation of computing technology--distributed object-oriented computing. This is not only a change in requirements but a change in opportunities, and requires a new way of thinking for Information System (IS) developers. The information system demands caused by global competition are requiring even more access to decision making tools. Simply, object-oriented technology has been developed to supersede the current design process of information systems which is not capable of handling next generation multimedia.

Pendleton, Stuart E.↗

NASA NTRS2015

Microelectrospray Thrusters

Propulsion technology is often a critical enabling technology for space missions. NASA is investing in technologies to enable high value missions with very small spacecraft, even CubeSats. However, these nanosatellites currently lack any appreciable propulsion capability. CubeSats are typically deployed and tumble or drift without any ability to transfer to higher value orbits, perform orbit maintenance, or perform de-orbit. Larger spacecraft can also benefit from high precision attitude control systems. Existing practices include reaction wheels with lifetime concerns and system level complexity. Microelectrospray thrusters will provide new propulsion capabilities to address these mission needs. Electric propulsion is an approach to accelerate propellant to very high exhaust velocities through the use of electrical power. Typical propulsion systems are limited to the combustion energy available in the chemical bonds of the fuel and then acceleration through a converging diverging nozzle. However, electric propulsion can accelerate propellant to ten times higher velocities and therefore increase momentum transfer efficiency, or essentially, increase the fuel economy. Fuel efficiency of thrusters is proportional to the exhaust velocity and referred to as specific impulse (Isp). The state-of-the-art (SOA) for CubeSats is cold gas propulsion with an Isp of 50-80 s. The Space Shuttle main engine demonstrated a specific impulse of 450 s. The target Isp for the Mars Exploration Program (MEP) systems is >1,500 s. This propellant efficiency can enable a 1-kg, 10-cm cube to transfer from low-Earth orbit to interplanetary space with only 200 g of propellant. In September 2013, NASA's Game Changing Development program competitively awarded three teams with contracts to develop MEP systems from Technology Readiness Level-3 (TRL-3), experimental concept, to TRL-5, system validation in a relevant environment. The project is planned for 18 months of system development. Due to the ambitious project goals, NASA has awarded contracts to mature three unique methods to achieve the desired goals. Some of the MEP concepts have been developed for more than a decade at the component level, but are now ready for system maturation. The three concepts include the high aspect ratio porous surface (HARPS) microthruster system, the scalable ion electrospray propulsion system (S-iEPS), and an indium microfluidic electrospray propulsion system. The HARPS system is under development by Busek Co. The HARPS thruster is an electrospray thruster that relies on surface emission of a porous metal with a passive capillary wicking system for propellant management. The HARPS thruster is expected to provide a simple, high ΔV and low-cost solution. The HARPS thruster concept is shown in figure 1. Figure 1 includes the thruster, integrated power processing unit, and propellant reservoir.

Dankanich, John↗

NASA NTRS1980

An advanced domestic satellite communications system

An updated traffic projection for U.S. domestic satellite communications service covering a period of 15 years; mid-1980 to mid-1995 was prepared. This model takes into account expected technology advances and reductions in transmission costs, legislative and regulatory changes permitting increased competition, and rising energy costs which will encourage more extensive substitution of telecommunications for travel. The historical development and current status of satellite systems are discussed as well as the characteristics of follow-on systems. Orbital arc utilization, spacecraft configuration for single shuttle launch, Earth station configuration, and system costs are examined. Areas which require technology development include multiple beam frequency reuse antennas, on-board switching, intersatellite links, and ka-band operation. Packing and deployment schemes for enclosing the satellite within the shuttle orbiter bay must also be devised.

Source record↗

NASA NTRS2008

Advanced Stirling Convertor (ASC)--From Technology Development to Future Flight Product

The Advanced Stirling Convertor (ASC) is being developed by Sunpower Inc. under contract to NASA s Glenn Research Center (GRC) with critical technology support tasks led by GRC. The ASC development, funded by NASA s Science Mission Directorate, started in 2003 as one of 10 competitively awarded contracts that were intended to address the power conversion needs of future Radioisotope Power Systems (RPS). The ASC technology has since evolved through progressive convertor builds and successful testing to demonstrate high conversion efficiency (38 percent), low mass (1.3 kg), hermetic sealing, launch vibration simulation, EMI characterization, and is undergoing extended operation. The GRC and Sunpower team recently delivered two ASC-E convertors to the Department of Energy (DOE) and Lockheed Martin Space Systems Company for integration onto the Advanced Stirling Radioisotope Generator Engineering Unit (ASRG EU) plus one spare. The design of the next build, called the ASC-E2, has recently been initiated and is based on the heritage ASC-E with design refinements to increase reliability margin and offer higher temperature operation and improve performance. The ASC enables RPS system specific power of about 7 to 8 W/kg. This paper provides a chronology of ASC development to date and summarizes technical achievements including advancements toward flight implementation of the technology on ASRG by as early as 2013.

Wong, Wayne A.↗

NASA NTRS1992

Multi-megawatt inverter/converter technology for space power applications

Large power conditioning mass reductions will be required to enable megawatt power systems envisioned by the Strategic Defense Initiative, the Air Force, and NASA. Phase 1 of a proposed two phase interagency program has been completed to develop an 0.1 kg/kW DC/DC converter technology base for these future space applications. Three contractors, Hughes, General Electric (GE), and Maxwell were Phase 1 contractors in a competitive program to develop a megawatt lightweight DC/DC converter. Researchers at NASA Lewis Research Center and the University of Wisconsin also investigated technology in topology and control. All three contractors, as well as the University of Wisconsin, concluded at the end of the Phase 1 study, which included some critical laboratory work, that 0.1-kg/kW megawatt DC/DC converters can be built. This is an order of magnitude lower specific weight than is presently available. A brief description of each of the concepts used to meet the ambitious goals of this program are presented.

Myers, Ira T.↗

NASA NTRS1986

An overview of the Small Engine Component Technology (SECT) studies

The objectives of the joint NASA/Army SECT Studies were to identify high payoff technologies for year 2000 small gas turbine engine applications and to provide a technology plan for guiding future research and technology efforts applicable to rotorcraft, commuter and general aviation aircraft and cruise missiles. Competitive contracts were awarded to Allison, AVCO Lycoming, Garrett, Teledyne CAE and Williams International. This paper presents an overview of the contractors' study efforts for the commuter, rotorcraft, cruise missile, and auxiliary power (APU) applications with engines in the 250 to 1,000 horsepower size range. Reference aircraft, missions and engines were selected. Advanced engine configurations and cycles with projected year 2000 component technologies were evaluated and compared with a reference engine selected by the contractor. For typical commuter and rotorcraft applications, fuel savings of 22 percent to 42 percent can be attained. For $1/gallon and $2/gallon fuel, reductions in direct operating cost range from 6 percent to 16 percent and from 11 percent to 17 percent respectively. For subsonic strategic cruise missile applications, fuel savings of 38 percent to 54 percent can be achieved which allows 35 percent to 60 percent increase in mission range and life cycle cost reductions of 40 percent to 56 percent. High payoff technologies have been identified for all applications.

Vanco, M. R.↗

NASA NTRS1986

An overview of the small engine component technology (SECT) studies

The objectives of the joint NASA/Army SECT studies were to identify high payoff technologies for year 2000 small gas turbine engine applications and to provide a technology plan for guiding future research and technology efforts applicable to rotorcraft, commuter and general aviation aircraft and cruise missiles. Competitive contracts were awarded to Allison, AVCO Lycoming, Garrett, Teledyne CAE and Williams International. This paper presents an overview of the contractors' study efforts for the commuter, rotorcraft, cruise missile, and auxiliary power (APU) applications with engines in the 250 to 1,000 horsepower size range. Reference aircraft, missions and engines were selected. Advanced engine configurations and cycles with projected year 2000 component technologies were evaluated and compared with a reference engine selected by the contractor. For typical commuter and rotorcraft applications, fuel savings of 22 percent to 42 percent can be attained. For $1/gallon and $2/gallon fuel, reductions in direct operating cost range from 6 percent to 16 percent and from 11 percent to 17 percent respectively. For subsonic strategic cruise missile applications, fuel savings of 38 percent to 54 percent can be achieved which allows 35 percent to 60 percent increase in mission range and life cycle cost reductions of 40 percent to 56 percent. High payoff technologies have been identified for all applications.

Vanco, M. R.↗

NASA NTRS2016

What's the Cube Quest Challenge?

Cube Quest Challenge, sponsored by Space Technology Mission Directorates Centennial Challenges program, is NASAs first in-space prize competition. Cube Quest is open to any U.S.-based, non-government CubeSat developer. Entrants will compete for one of three available 6U CubeSat dispenser slots on the EM-1 mission the first un-crewed lunar flyby of the Orion spacecraft launched by the Space Launch System in early 2018. The Cube Quest Challenge will award up to $5M in prizes. The advanced CubeSat technologies demonstrated by Cube Quest winners will enable NASA, universities, and industry to more quickly and affordably accomplish science and exploration objectives. This paper describes the teams, their novel CubeSat designs, and the emerging technologies for CubeSat operations in deep space environment.

Cube Quest Challenge↗

NASA NTRS2002

Operations Analysis of Space Shuttle System

The space science program at NASA since 1950's has gone through stages of development and implementation in rocketry and scientific advancement. It has become the nation's largest scientific institution of research and innovation for space exploration and military research, and overall a pride of the nation at an exorbitant cost. After placing man on moon, space shuttle program at NASA is an on-going project with a high success rate at an average cost of about $450m per flight. A future endeavor from both government and private sectors needs to be undertaken for commercialization of this expensive mission. In order to attract private enterprises, it needs to boost up its operations with better technology at lower cost to cope with rapid changes in scientific advancement and economic competition. Thus, a second-generation reusable launch vehicle (2GRLV) will play a major role in future operation of NASA centers. Envisioning this potential way of saving the program by reducing the cost, NASA is currently managing an innovative program called the Space Launch Initiative (SLI) to develop key technologies that will support the development of second-generation reusable launch vehicles (RLV) which will be more economical and safer and reliable than the existing space shuttle system. The selection of which technologies to fund for further development is being based on their likelihood to contribute to providing cost reduction or safety improvements. It is envisioned that in the 2006 timeframe, NASA will make a decision as to whether or not to commit to the replacement of the current space shuttle system with a new RLV. The decision to proceed with a new RLV will be partly based on the likelihood that the new system will be better than the existing space shuttle. Government and private entrepreneurs are currently considering four different types of RLV projects: commercial programs, government programs, international concepts, and X Prize competitors. NASA has already commissioned a series of X-programs to study the future RLV program. Today, NASA decision makers need analytical tools to help determine which technologies to fund the development of this technology. In the 2006 timeframe, these same decision makers will need analytical tools to evaluate and compare various RLV architectures, including the existing space shuttle so as to make the best decision for whether or not to proceed with the development of a new RLV, and if so, then which one. A study is conducted here to establish ground level knowledge from the historical data and expertise experiences of the field personnel. Such information is compiled in the form of mission statement, goals, space shuttle operations, payloads and cargo constraints, resource constraints, and bottlenecks to the enhancement vector.

Bhaba R. Sarker↗

NASA NTRS1981

NASA Redox system development project status

NASA-Redox energy storage systems developed for solar power applications and utility load leveling applications are discussed. The major objective of the project is to establish the technology readiness of Redox energy storage for transfer to industry for product development and commercialization by industry. The approach is to competitively contract to design, build, and test Redox systems progressively from preprototype to prototype multi-kW and megawatt systems and conduct supporting technology advancement tasks. The Redox electrode and membrane are fully adequate for multi-kW solar related applications and the viability of the Redox system technology as demonstrated for multi-kW solar related applications. The status of the NASA Redox Storage System Project is described along with the goals and objectives of the project elements.

Nice, A. W.↗

NASA NTRS1992

The 1993/1994 NASA Graduate Student Researchers Program

The NASA Graduate Student Researchers Program (GSRP) attempts to reach a culturally diverse group of promising U.S. graduate students whose research interests are compatible with NASA's programs in space science and aerospace technology. Each year we select approximately 100 new awardees based on competitive evaluation of their academic qualifications, their proposed research plan and/or plan of study, and their planned utilization of NASA research facilities. Fellowships of up to $22,000 are awarded for one year and are renewable, based on satisfactory progress, for a total of three years. Approximately 300 graduate students are, thus, supported by this program at any one time. Students may apply any time during their graduate career or prior to receiving their baccalaureate degree. An applicant must be sponsored by his/her graduate department chair or faculty advisor; this book discusses the GSRP in great detail.

Source record↗

NASA NTRS1994

Integrated design and manufacturing for the high speed civil transport

In June 1992, the School of Aerospace Engineering at Georgia Tech was awarded a three year NASA University Space Research Association (USRA) Advanced Design Program (ADP) grant to address issues associated with the Integrated Design and Manufacturing of High Speed Civil Transport (HSCT) configurations in its graduate Aerospace Systems Design courses. This report provides an overview of the on-going Georgia Tech initiative to address these design/manufacturing issues during the preliminary design phases of an HSCT concept. The new design methodology presented here has been incorporated in the graduate aerospace design curriculum and is based on the concept of Integrated Product and Process Development (IPPD). The selection of the HSCT as a pilot project was motivated by its potential global transportation payoffs; its technological, environmental, and economic challenges; and its impact on U.S. global competitiveness. This pilot project was the focus of each of the five design courses that form the graduate level aerospace systems design curriculum. This year's main objective was the development of a systematic approach to preliminary design and optimization and its implementation to an HSCT wing/propulsion configuration. The new methodology, based on the Taguchi Parameter Design Optimization Method (PDOM), was established and was used to carry out a parametric study where various feasible alternative configurations were evaluated. The comparison criterion selected for this evaluation was the economic impact of this aircraft, measured in terms of average yield per revenue passenger mile ($/RPM).

Lee, Jae Moon↗

NASA NTRS1990

Applying CLIPS to control of molecular beam epitaxy processing

A key element of U.S. industrial competitiveness in the 1990's will be the exploitation of advanced technologies which involve low-volume, high-profit manufacturing. The demands of such manufacture limit participation to a few major entities in the U.S. and elsewhere, and offset the lower manufacturing costs of other countries which have, for example, captured much of the consumer electronics market. One such technology is thin-film epitaxy, a technology which encompasses several techniques such as Molecular Beam Epitaxy (MBE), Chemical Beam Epitaxy (CBE), and Vapor-Phase Epitaxy (VPE). Molecular Beam Epitaxy (MBE) is a technology for creating a variety of electronic and electro-optical materials. Compared to standard microelectronic production techniques (including gaseous diffusion, ion implantation, and chemical vapor deposition), MBE is much more exact, though much slower. Although newer than the standard technologies, MBE is the technology of choice for fabrication of ultraprecise materials for cutting-edge microelectronic devices and for research into the properties of new materials.

Rabeau, Arthur A.↗