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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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260 records · Page 15
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

Understanding How Space Travel Affects Blood Vessels: Arterial Remodeling and Functional Adaptations Induced by Microgravity

Ever rise quickly from the couch to get something from the kitchen and suddenly feel dizzy? With a low heart rate and relaxed muscles, the cardiovascular system does not immediately provide the resistance necessary to keep enough blood going to your head. Gravity wins, at least for a short time, before your heart and blood vessels can respond to the sudden change in position and correct the situation. Actually, the human cardiovascular system is quite well adapted to the constant gravitational force of the Earth. When standing, vessels in the legs constrict to prevent blood from collecting in the lower extremities. In the space environment, the usual head-to-foot blood pressure and tissue fluid gradients that exist during the upright posture on Earth are removed. The subsequent shift in fluids from the lower to the upper portions of the body triggers adaptations within the cardiovascular system to accommodate the new pressure and fluid gradients. In animal models that simulate microgravity, the vessels in the head become more robust while those in the lower limbs become thin and lax. Similar changes may also occur in humans during spaceflight and while these adaptations are appropriate for a microgravity environment, they can cause problems when the astronauts return to Earth or perhaps another planet. Astronauts often develop orthostatic intolerance which means they become dizzy or faint when standing upright. This dizziness can persist for a number of days making routine activities difficult. In an effort to understand the physiological details of these cardiovascular adaptations, Dr. Michael Delp at Texas A&M University, uses the rat as a model for his studies. For the experiment flown on STS-107, he will test the hypothesis that blood vessels in the rats' hindlimbs become thinner, weaker, and constrict less in response to pressure changes and to chemical signals when exposed to microgravity. In addition, he will test the hypothesis that arteries in the brain become thicker as a result of microgravity-induced fluid shifts toward the head.

Delp, Michael↗
NASA NTRS1991

Creep and fracture of dispersion-strengthened materials

The creep and fracture of dispersion strengthened materials is reviewed. A compilation of creep data on several alloys showed that the reported values of the stress exponent for creep varied between 3.5 and 100. The activation energy for creep exceeded that for lattice self diffusion in the matrix in the case of some materials and a threshold stress behavior was generally reported in these instances. The threshold stress is shown to be dependent on the interparticle spacing and it is significantly affected by the initial microstructure. The effect of particle size and the nature of the dispersoid on the threshold stress is not well understood at the present time. In general, most studies indicate that the microstructure after creep is similar to that before testing and very few dislocations are usually observed. It is shown that the stress acting on a dispersoid due to a rapidly moving dislocation can exceed the particle yield strength of the G sub p/1000, where G sub p is the shear modulus of the dispersoid. The case when the particle deforms is examined and it is suggested that the dislocation creep threshold stress of the alloy is equal to the yield strength of the dispersoid under these conditions. These results indicate that the possibility that the dispersoid creep threshold stress is determined by either the particle yield strength or the stress required to detach a dislocation from the dispersoid matrix interface. The conditions under which the threshold stress is influenced by one or the other mechanism are discussed and it is shown that the particle yield strength is important until the extent of dislocation core relaxation at the dispersoid matrix interface exceeds about 25 pct. depending on the nature of the particle matrix combination. Finally, the effect of grain boundaries and grain morphology on the creep and fracture behavior of dispersoid strengthened alloys is examined.

Raj, Sai V.↗
NASA NTRS2003

Functional nanocomposites prepared by self-assembly and polymerization of diacetylene surfactants and silicic acid

Conjugated polymer/silica nanocomposites with hexagonal, cubic, or lamellar mesoscopic order were synthesized by self-assembly using polymerizable amphiphilic diacetylene molecules as both structure-directing agents and monomers. The self-assembly procedure is rapid and incorporates the organic monomers uniformly within a highly ordered, inorganic environment. By tailoring the size of the oligo(ethylene glycol) headgroup of the diacetylene-containing surfactant, we varied the resulting self-assembled mesophases of the composite material. The nanostructured inorganic host altered the diacetylene polymerization behavior, and the resulting nanocomposites show unique thermo-, mechano-, and solvatochromic properties. Polymerization of the incorporated surfactants resulted in polydiacetylene (PDA)/silica nanocomposites that were optically transparent and mechanically robust. Molecular modeling and quantum calculations and (13)C spin-lattice relaxation times (T(1)) of the PDA/silica nanocomposites indicated that the surfactant monomers can be uniformly organized into precise spatial arrangements prior to polymerization. Nanoindentation and gas transport experiments showed that these nanocomposite films have increased hardness and reduced permeability as compared to pure PDA. Our work demonstrates polymerizable surfactant/silica self-assembly to be an efficient, general approach to the formation of nanostructured conjugated polymers. The nanostructured inorganic framework serves to protect, stabilize, and orient the polymer, mediate its performance, and provide sufficient mechanical and chemical stability to enable integration of conjugated polymers into devices and microsystems.

NASA Discipline Life Support Systems↗
NASA NTRS1992

Numerical Modeling of a Vortex Stabilized Arcjet

Arcjet thrusters are being actively considered for use in Earth orbit maneuvering applications. Experimental studies are currently the chief means of determining an optimal thruster configuration. Earlier numerical studies have failed to include all of the effects found in typical arcjets including complex geometries, viscosity, and swirling flow. Arcjet geometries are large area ratio converging nozzles with centerbodies in the subsonic portion of the nozzle. The nozzle walls serve as the anode while the centerbody functions as the cathode. Viscous effects are important because the Reynolds number, based on the throat radius, is typically less than 1,000. Experimental studies have shown that a swirl or circumferential velocity component stabilizes a constricted arc. This dissertation describes the equations governing flow through a constricted arcjet thruster. An assumption that the flowfield is in local thermodynamic equilibrium leads to a single fluid plasma temperature model. An order of magnitude analysis reveals the governing fluid mechanics equations are uncoupled from the electromagnetic field equations. A numerical method is developed to solve the governing fluid mechanics equations, the Thin Layer Navier-Stokes equations. A coordinate transformation is employed in deriving the governing equations to simplify the application of boundary conditions in complex geometries. An axisymmetric formulation is employed to include the swirl velocity component as well as the axial and radial velocity components. The numerical method is an implicit finite-volume technique and allows for large time steps to reach a converged steady-state solution. The inviscid fluxes are flux-split, and Gauss-Seidel line relaxation is used to accelerate convergence. Converging-diverging nozzles with exit-to-throat area ratios up to 100:1 and annular nozzles were examined. Quantities examined included Mach number and static wall pressure distributions, and oblique shock structures. As the level of swirl and viscosity in the flowfield increased the mass flow rate and thrust decreased. The technique was used to predict the flow through a typical arcjet thruster geometry. Results indicate swirl and viscosity play an important role in the complex geometry of an arcjet.

Pawlas, Gary E.↗
NASA NTRS2000

Autonomy Architectures for a Constellation of Spacecraft

Until the past few years, missions typically involved fairly large expensive spacecraft. Such missions have primarily favored using older proven technologies over more recently developed ones, and humans controlled spacecraft by manually generating detailed command sequences with low-level tools and then transmitting the sequences for subsequent execution on a spacecraft controller. This approach toward controlling a spacecraft has worked spectacularly on previous missions, but it has limitations deriving from communications restrictions - scheduling time to communicate with a particular spacecraft involves competing with other projects due to the limited number of deep space network antennae. This implies that a spacecraft can spend a long time just waiting whenever a command sequence fails. This is one reason why the New Millennium program has an objective to migrate parts of mission control tasks onboard a spacecraft to reduce wait time by making spacecraft more robust. The migrated software is called a "remote agent" and has 4 components: a mission manager to generate the high level goals, a planner/scheduler to turn goals into activities while reasoning about future expected situations, an executive/diagnostics engine to initiate and maintain activities while interpreting sensed events by reasoning about past and present situations, and a conventional real-time subsystem to interface with the spacecraft to implement an activity's primitive actions. In addition to needing remote planning and execution for isolated spacecraft, a trend toward multiple-spacecraft missions points to the need for remote distributed planning and execution. The past few years have seen missions with growing numbers of probes. Pathfinder has its rover (Sojourner), Cassini has its lander (Huygens), and the New Millenium Deep Space 3 (DS3) proposal involves a constellation of 3 spacecraft for interferometric mapping. This trend is expected to continue to progressively larger fleets. For example, one mission proposed to succeed DS3 would have 18 spacecraft flying in formation in order to detect earth-sized planets orbiting other stars. A proposed magnetospheric constellation would involve 5 to 500 spacecraft in Earth orbit to measure global phenomena within the magnetosphere. This work describes and compares three autonomy architectures for a system that continuously plans to control a fleet of spacecraft using collective mission goals instead of goals or command sequences for each spacecraft. A fleet of self-commanding spacecraft would autonomously coordinate itself to satisfy high level science and engineering goals in a changing partially-understood environment making feasible the operation of tens or even a hundred spacecraft (such as for interferometry or plasma physics missions). The easiest way to adapt autonomous spacecraft research to controlling constellations involves treating the constellation as a single spacecraft. Here one spacecraft directly controls the others as if they were connected. The controlling "master" spacecraft performs all autonomy reasoning, and the slaves only have real-time subsystems to execute the master's commands and transmit local telemetry/observations. The executive/diagnostics module starts actions and the master's real-time subsystem controls the action either locally or remotely through a slave. While the master/slave approach benefits from conceptual simplicity, it relies on an assumption that the master spacecraft's executive can continuously monitor the slaves' real-time subsystems, and this relies on high-bandwidth highly-reliable communications. Since unintended results occur fairly rarely, one way to relax the bandwidth requirements involves only monitoring unexpected events in spacecraft. Unfortunately, this disables the ability to monitor for unexpected events between spacecraft and leads to a host of coordination problems among the slaves. Also, failures in the communications system can result in losing slaves. The other two architectures improve robustness while reducing communications by progressively distributing more of the other three remote agent components across the constellation. In a teamwork architecture, all spacecraft have executives and real-time subsystems - only the leader has the planner/scheduler and mission manager. Finally, distributing all remote agent components leads to a peer-to-peer approach toward constellation control.

Barrett, Anthony↗
NASA NTRS1994

Inner loop flight control for the High-Speed Civil Transport

High-speed aerospace vehicles which employ high strength, light weight, yet deformable materials may exhibit significant interaction between the rigid-body and vibrational dynamics. Preliminary High-Speed Civil Transport (HSCT) configurations are a prime example. Traditionally, separate control systems have been used to augment the rigid-body and vibrational dynamics. In the HSCT arena, the highly coupled motions may not allow this design freedom. The research activity addresses two specific issues associated with the design and development of an integrated flight control system (FCS) for HSCT configurations, which are discussed next. The HSCT is expected to have a short period instability at subsonic speeds. Flight vehicles with this characteristic (i.e., F-16, F-22, X-29, Space Shuttle) are stabilized with what is called a superaugmented pitch rate loop. One concern is 'Will this stability augmentation logic work for a HSCT?' Studies show that an idealized pitch rate design would be acceptable, but is not realistic. Investigations using a contaminated pitch rate design reveal serious hurdles to overcome in the FCS design. Mounting location for the pitch rate sensor is critical. Results indicate a forward location leads to destabilizing pick-up of aeroelastic modes, while aft locations lead to undesirable coupling of the dominate pitch mode with the first aeroelastic mode. Intermediate locations for the sensor may not be acceptable. The source of the problem is the presence of low frequency aeroelastic modes in HSCT configurations, which are not present in vehicles currently using the superaugmented logic. To say the least, a conventional superaugmented pitch rate loop strategy may have undesirable characteristics. An unconventional strategy, which attempts to eliminate the above deficiencies by blending several pitch rate signals, indicates an improvement in the FCS architecture feasibility, but is still lacking in some respects. The HSCT configuration does not have aerodynamic surfaces in the vicinity of the nose (i.e., no canard or vane). A second concern is 'Can the fuselage bending/torsion aeroelastic modes be effectively augmented without sufficient control input near the vehicle nose?' The superaugmented FCS results above may be suggesting the necessity of a secondary feedback loop to achieve an acceptable integrated FCS. Preliminary analysis of HSCT aeroelastic mode shapes indicate the use of existing wing leading edge devices as a second control input may be lacking in control authority for the rigid-body attitude and aeroelastic modes. An effort is underway to incorporate generic wing leading edge devices and canards into a generic HSCT model for the purpose of assessing additional control authority and it's use in candidate FCS designs. A generic HSCT mathematical model was necessary for the studies above. A HSCT category model is available in NASA-CR-172201. This model describes the linear, longitudinal dynamics about the following flight condition: ascent, W = 730,000 lbs, h = 6,500 ft, M = 0.6. The model incorporates the full rigid-body variable set, as well as eighteen aeroelastic modes. Elevator deflection serves as the control input. Modifications to the model include the incorporation of relaxed static stability (i.e., static margin from -7.3% to +10%) and additional control inputs.

Newman, Brett A.↗
NASA NTRS2012

A Parametric Study of Erupting Flux Rope Rotation: Modeling the 'Cartwheel CME' on 9 April 2008

The rotation of erupting filaments in the solar corona is addressed through a parametric simulation study of unstable, rotating flux ropes in bipolar force-free initial equilibrium. The Lorentz force due to the external shear-field component and the relaxation of tension in the twisted field are the major contributors to the rotation in this model, while reconnection with the ambient field is of minor importance, due to the field's simple structure. In the low-beta corona, the rotation is not guided by the changing orientation of the vertical field component's polarity inversion line with height. The model yields strong initial rotations which saturate in the corona and differ qualitatively from the profile of rotation vs. height obtained in a recent simulation of an eruption without preexisting flux rope. Both major mechanisms writhe the flux rope axis, converting part of the initial twist helicity, and produce rotation profiles which, to a large part, are very similar within a range of shear-twist combinations. A difference lies in the tendency of twist-driven rotation to saturate at lower heights than shear-driven rotation. For parameters characteristic of the source regions of erupting filaments and coronal mass ejections, the shear field is found to be the dominant origin of rotations in the corona and to be required if the rotation reaches angles of order 90 degrees and higher; it dominates even if the twist exceeds the threshold of the helical kink instability. The contributions by shear and twist to the total rotation can be disentangled in the analysis of observations if the rotation and rise profiles are simultaneously compared with model calculations. The resulting twist estimate allows one to judge whether the helical kink instability occurred. This is demonstrated for the erupting prominence in the "Cartwheel CME" on 9 April 2008, which has shown a rotation of approximately 115 deg. up to a height of 1.5 Solar R above the photosphere. Out of a range of initial equilibria which include strongly kink-unstable (Phi = 5 pi), weakly kink-unstable (Phi = 3.5 pi), and kink-stable (Phi = 2.5 pi) configurations, only the evolution of the weakly kink-unstable flux rope matches the observations in their entirety.

initiation and propagation↗
NASA NTRS2004

Coating Development for GRCop-84 Liners for Reusable Launch Vehicles Aided by Modeling Studies

The design of the next generation of reusable launch vehicles calls for using GRCop-84 copper alloy liners based on a composition invented at the NASA Glenn Research Center. Despite its considerable advantage over other copper alloys, it is expected that GRCop-84 will suffer from environmental degradation depending on the type of rocket fuels used and on thermomechanical fatigue. Applying protective coatings on GRCop-84 substrates can minimize or eliminate many of these problems and extend the operational life of the combustion liner. This could increase component reliability, shorten depot maintenance turnaround times, and lower operating costs. Therefore, Glenn is actively pursuing the development of advanced coatings technology for GRCop-84 liners. Technology is being developed in four major areas: (1) new metallic coating compositions, (2) application techniques, (3) test methods, and (4) life prediction design methodology using finite element analysis. The role of finite element analysis in guiding the coating effort is discussed in this report. Thermal analyses were performed at Glenn for different combinations of top- and bondcoat compositions to determine the temperature variation across the coated cross section with the thickness of the top coat. These calculations were conducted for simulated LH2/LO2 booster engine conditions assuming that the bond coat had a constant thickness of 50 m. The preceding graphs show the predicted temperatures at the outer surface of the top coat (hot wall), at the top-coat/bond-coat interface, at the bond-coat/GRCop-84 interface, and at the GRCop-84 cold wall as a function of top-coat thickness for Cu- 26(wt%)Cr top coat (top graph), Ni-17(wt%)Cr-6%Al-0.5%Y top coat and Cu-26%Cr bond coat, and NiAl top coat and Ni bond coat. In all cases, the temperature of the top coat at the hot wall increased with increasing top-coat thickness and with corresponding decreases in the temperatures at the two interfaces and the cold wall. These temperatures are not acutely sensitive to the thermal conductivity of the top coat when it exceeds 25 and 50 W/m/K for low and high heat flux engines. This observation is significant for two reasons. First, several different top-coat compositions can be evaluated as potential protective coatings without loss in the heat-transfer efficiency of the coated system. Second, materials with thermal conductivities less than the critical values of 25 or 50 W/m/K are more likely to act as thermal barrier coatings. The deposition of overlay coatings on GRCop-84 substrates results in the development of residual stresses. The presence of these residual stresses influences the probability of coating spallation, the thermal cycling life, and the fatigue properties of the coated substrate during use. Since it is important to understand how these stresses develop during the vacuum-plasma-spraying coating deposition process, the nature and magnitudes of the cool-down residual stresses were calculated and compared with experimentally determined values across the coated cross section of a disk specimen. The calculations were conducted assuming that the specimen cools down to room temperature from vacuum plasma-spraying temperatures of either 250 or 650 C. The effects of coating the substrate with and without grit blasting were also theoretically examined. The final graph compares the predicted and the experimental results for a GRCop-84 disk coated with about a 50- m-thick Ni bond coat and a 75- to 100- m NiAl top coat, where the curves for NASA-2 assume the presence of a prior residual stress generated by grit blasting under conditions similar to the experimental situation. The predicted cool-down in-plane stresses were compressive in both the NiAl top coat and the Ni bond coat. They were also compressive in the substrate to a depth of about 0.25 mm from the Ni/GRCop-84 interface when the vacuum-plasma-spraying temperature was low. However, using a higher plasma spraying temperaturs likely to leave the substrate under a small tensile stress to counter the compressive stresses in the bond and top coats because of the relaxation of residual stresses generated in the substrate during the grit blasting of its surface prior to spraying. These results suggest that the NiAl and Ni coatings are unlikely to spall after spraying as confirmed by the microstructural observations shown in the following photomicrograph of an as-sprayed specimen. Finally, it is noted that the calculated and experimental results are not in complete agreement, which indicates that both the experimental and modeling techniques need further refinement.

Raj, Sai V.↗