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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS2003

Cryogenic Temperature-Gradient Foam/Substrate Tensile Tester

The figure shows a fixture for measuring the tensile strength of the bond between an aluminum substrate and a thermally insulating polymeric foam. The specimen is meant to be representative of insulating foam on an aluminum tank that holds a cryogenic liquid. Prior to the development of this fixture, tensile tests of this type were performed on foam/substrate specimens immersed in cryogenic fluids. Because the specimens were cooled to cryogenic temperatures throughout their thicknesses, they tended to become brittle and to fracture at loads below true bond tensile strengths. The present fixture is equipped to provide a thermal gradient from cryogenic temperature at the foam/substrate interface to room temperature on the opposite foam surface. The fixture includes an upper aluminum block at room temperature and a lower aluminum block cooled to -423 F (approx. -253 C) by use of liquid helium. In preparation for a test, the metal outer surface (the lower surface) of a foam/substrate specimen is bonded to the lower block and the foam outer surface (the upper surface) of the specimen is bonded to the upper block. In comparison with the through-the-thickness cooling of immersion testing, the cryogenic-to-room-temperature thermal gradient that exists during testing on this fixture is a more realistic approximation of the operational thermal condition of sprayed insulating foam on a tank of cryogenic liquid. Hence, tensile tests performed on this fixture provide more accurate indications of operational bond tensile strengths. In addition, the introduction of the present fixture reduces the cost of testing by reducing the amount of cryogenic liquid consumed and the time needed to cool a specimen.

Vailhe, Christophe↗
NASA NTRS2007

Loop Heat Pipe Operation with Thermoelectric Converters and Coupling Blocks

This paper presents theoretical and experimental studies on using thermoelectric converters (TECs) and coupling blocks to control the operating temperature of a miniature loop heat pipes (MLHP). The MLHP has two parallel evaporators and two parallel condensers, and each evaporator has its own integral compensation chamber (CC). A TEC is attached to each CC, and connected to the evaporator via a copper thermal strap. The TEC can provide both heating and cooling to the CC, therefore extending the LHP operating temperature over a larger range of the evaporator heat load. A bi-polar power supply is used for the TEC operation. The bipolar power supply automatically changes the direction of the current to the TEC, depending on whether the CC requires heating or cooling, to maintain the CC temperature at the desired set point. The TEC can also enhance the startup success by maintaining a constant CC temperature during the start-up transient. Several aluminum coupling blocks are installed between the vapor line and liquid line. The coupling blocks serve as a heat exchanger which preheats the cold returning liquid so as to reduce the amount of liquid subcooling, and hence the power required to maintain the CC at the desired set point temperature. This paper focuses on the savings of the CC control heater power afforded by the TECs when compared to traditional electric heaters. Tests were conducted by varying the evaporator power, the condenser sink temperature, the CC set point temperature, the number of coupling blocks, and the thermal conductance of the thermal strap. Test results show that the TECs are able to control the CC temperature within k0.5K under all test conditions, and the required TEC heater power is only a fraction of the required electric heater power.

Ku, Jentung↗
NASA NTRS2015

Simulation of Cold Flow in a Truncated Ideal Nozzle with Film Cooling

Flow transients during rocket start-up and shut-down can lead to significant side loads on rocket nozzles. The capability to estimate these side loads computationally can streamline the nozzle design process. Towards this goal, the flow in a truncated ideal contour (TIC) nozzle has been simulated for a range of nozzle pressure ratios (NPRs) aimed to match a series of cold flow experiments performed at the NASA MSFC Nozzle Test Facility. These simulations were performed with varying turbulence model choices and with four different versions of the TIC nozzle model geometry, each of which was created with a different simplification to the test article geometry.

Braman, Kalen↗
NASA NTRS1974

Effect of wall temperature spatial variations on aerodynamic heating to an actively cooled aircraft

The design of cooled skin panels, which requires consideration of many parameters such as heat load, skin thickness, panel size, tube spacing, tube size, temperature limits, coolant flow, etc., must minimize weight and thermal stresses. A design procedure for such panels has been developed by Bell Aerospace Company (Helenbrook and Anthony, 1971). This design procedure assumes a uniform heating rate to the panel, i.e., the variation of aerodynamic heating rate due to the cyclic wall temperature distribution, which results from the discrete coolant tube locations in such a panel, has been neglected. This study was made to determine if these variations were sufficiently large to cause variations in aerodynamic heating rate which would require coupling of boundary layer and conductive thermal analysis solutions.

Jones, R. A.↗
NASA NTRS1977

Advanced spacecraft thermal control techniques

The problems of rejecting large amounts of heat from spacecraft were studied. Shuttle Space Laboratory heat rejection uses 1 kW for pumps and fans for every 5 kW (thermal) heat rejection. This is rather inefficient, and for future programs more efficient methods were examined. Two advanced systems were studied and compared to the present pumped-loop system. The advanced concepts are the air-cooled semipassive system, which features rejection of a large percentage of the load through the outer skin, and the heat pipe system, which incorporates heat pipes for every thermal control function.

Fritz, C. H.↗
NASA NTRS1981

Tectonic evolution of terrestrial planets

The tectonic style of each terrestrial planet, referring to the thickness and division of its lithosphere, can be inferred from surface features and compared to models of planetary thermal history. Factors governing planetary tectonic evolution are planet diameter, chemistry, and external and internal heat sources, all of which determine how a planet generates and rids itself of heat. The earth is distinguished by its distinct, mobile plates, which are recycled into the mantle and show large-scale lateral movements, whereas the moon, Mars, and Mercury are single spherical shells, showing no evidence of destruction and renewal of the lithospheric plates over the latter 80% of their history. Their smaller volume to surface area results in a more rapid cooling, formation, and thickening of the lithosphere. Vertical tectonics, due to lithospheric loading, is controlled by the local thickness and rheology of the lithosphere. Further studies of Venus, which displays both the craterlike surface features of the one-plate planets, and the rifts and plateaus of earth, may indicate which factors are most important in controlling the tectonic evolution of terrestrial planets.

Head, J. W.↗
NASA NTRS1981

Manufacturing in space: Fluid dynamics numerical analysis

Natural convection in a spherical container with cooling at the center was numerically simulated using the Lockheed-developed General Interpolants Method (GIM) numerical fluid dynamic computer program. The numerical analysis was simplified by assuming axisymmetric flow in the spherical container, with the symmetry axis being a sphere diagonal parallel to the gravity vector. This axisymmetric spherical geometry was intended as an idealization of the proposed Lal/Kroes growing experiments to be performed on board Spacelab. Results were obtained for a range of Rayleigh numbers from 25 to 10,000. For a temperature difference of 10 C from the cooling sting at the center to the container surface, and a gravitional loading of 0.000001 g a computed maximum fluid velocity of about 2.4 x 0.00001 cm/sec was reached after about 250 sec. The computed velocities were found to be approximately proportional to the Rayleigh number over the range of Rayleigh numbers investigated.

Robertson, S. J.↗
NASA NTRS1983

Weight trends for a fully reusable advanced single-stage shuttle

The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large Earth to orbit transports. The overall trend, however, is a reduction in the inerts as a percentage of gross weight as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. The greatest impact on overall vehicle weight is body shape and internal packaging, and could account for weight savings of up to 30 percent in body structure. Other subsystems are important, but the savings are much smaller in relation to overall vehicle weight--individually less than one percent.

Macconochie, I. O.↗
NASA NTRS1983

Weight trends for a fully reusable advanced single-stage Shuttle

The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large earth-to-orbit transports. Some subsystems grow as the square of vehicle size, others grow as the cube of vehicle size, and still others remain nearly constant irrespective of vehicle size. The overall trend, however, is a reduction in the inerts as a percentage of gross as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. Of greatest impact on overall vehicle weight is body shape and internal packaging and could account for weight savings of up to 30 percent in body structure. Other subsystems are important but the savings are much smaller in relation to overall vehicle weight - individually less than one percent.

Macconochie, I. O.↗
NASA NTRS1992

A simplified generic cryostat thermal model for predicting cryogen mass and lifetime

This study presents a simple generic cryostat thermal model developed for predicting cryogen mass and the lifetime of cryogenic space telescopes. The model is based on a lumped parameter representation of eight nodes and over 35 conductors. The major telescope Dewar components represented as nodes are the main cryogen tank, the three vapor-cooled shields, the outer shell, barrel baffle, and the barrel baffle heat exchanger. The input to the model consists of the vapor-cooled shield, support straps and instrument cable geometry, and the cryostat heat loads from the instrument and through the aperture. The predictions from the model were compared with those from the more detailed models of IRAS, COBE, and SIRTF. Correlation of the helium flow rates of the IRAS and COBE Dewars was 12 percent above the actual flight or ground test data and for SIRTF it was less than 2 percent of the prediction from the detailed model.

Birur, G. C.↗
NASA NTRS1948

Calculated Condenser Performance for a Mercury-Turbine Power Plant for Aircraft

As part of an investigation af the application of nuclear energy to various types of power plants for aircraft, calculations have been made to determine the effect of several operating conditions on the performance of condensers for mercury-turbine power plants. The analysis covered 8 range of turbine-outlet pressures from 1 to 200 pounds per square inch absolute, turbine-inlet pressures from 300 to 700 pounds per square inch absolute,and a range of condenser cooling-air pressure drops, airplane flight speeds, and altitudes. The maximum load-carrying capacity (available for the nuclear reactor, working fluid, and cargo) of a mercury-turbine powered aircraft would be about half the gross weight of the airplane at a flight speed of 509 miles per hour and an altitude of 30,000 feet. This maximum is obtained with specific condenser frontal areas of 0.0063 square foot per net thrust horsepower with the condenser in a nacelle and 0.0060 square foot per net thrust horsepower with the condenser submerged in the wings (no external condenser drag) for a turbine-inlet pressure of 500 pounds per square inch absolute, a turbine-outlet pressure of 10 pounds per square inch absolute, and 8 turbine-inlet temperature of 1600 F.

Doyle, Ronald B.↗
NASA NTRS2013

The Chevron Foil Thrust Bearing: Improved Performance Through Passive Thermal Management and Effective Lubricant Mixing

An improved foil thrust bearing is described that eliminates or reduces the need for forced cooling of the bearing foils while at the same time improves the load capacity of the bearing, enhances damping, provides overload tolerance, and eliminates the high speed load capacity drop-off that plagues the current state of the art. The performance improvement demonstrated by the chevron foil thrust bearing stems from a novel trailing edge shape that splays the hot lubricant in the thin film radially, thus preventing hot lubricant carry-over into the ensuing bearing sector. Additionally, the chevron shaped trailing edge induces vortical mixing of the hot lubricant with the gas that is naturally resident within the inter-pad region of a foil thrust bearing. The elimination of hot gas carry-over in combination with the enhanced mixing has enabled a completely passive thermally managed foil bearing design. Laboratory testing at NASA has confirmed the original analysis and reduced this concept to practice.

foil bearing↗
NASA NTRS2019

A Study of the Individual Contributions of Heat Generated by a XRISM/Resolve ADR Stage Magnet and Its Magnetic Shielding

A typical Adiabatic Demagnetization Refrigerator (ADR) has modest cooling power, on the order of a few microwatts. Thus, understanding heat loads going into and generated within the ADR is vital to its efficiency as well as the efficiency of the total cryogenic system of a spacecraft. One of the many sources of heat that effects the total cryogenic system is the parasitic heat due to AC loss in the ADR magnet and hysteretic loss in its magnetic shielding during a ramp. Although the sum of the heat from both of these sources can be measured during the operation of the ADR, the individual contributions are not easily obtainable in situ. Therefore, a study is being conducted to experimentally measure the contributions of the parasitic heat produced during ramping from the magnet only and from the magnet-shield combo. This study will give better inputs to the heat load model of the total cryogenic system being built for the X-Ray Imaging and Spectroscopy Mission (XRISM) slated to launch in 2022.

AC Loss↗
NASA NTRS2008

Rescue Shuttle Flight Re-Entry: Controlling Astronaut Thermal Exposure

A rescue mission for the STS-125 Hubble Telescope Repair Mission requires reentry from space with 11 crew members aboard, exceeding past cabin thermal load experience and risking crew thermal stress potentially causing cognitive performance and physiological decrements. The space shuttle crew cabin air revitalization system (ARS) was designed to support a nominal crew complement of 4 to 7 crew and 10 persons in emergencies, all in a shirt-sleeve environment. Subsequent to the addition of full pressure suits with individual cooling units, the ARS cannot maintain a stable temperature in the crew cabin during reentry thermal loads. Bulk cabin thermal models, used for rescue mission planning and analysis of crew cabin air, were unable to accurately represent crew workstation values of air flow, carbon dioxide, and heat content for the middeck. Crew temperature models suggested significantly elevated core temperatures. Planning for an STS-400 potential rescue of seven stranded crew utilized computational fluid dynamics (CFD) models to demonstrate inhomogeneous cabin thermal properties and improve analysis compared to bulk models. In the absence of monitoring of crew temperature, heart rate, metabolic rate and incomplete engineering data on the performance of the integrated cooling garment/cooling unit (ICG/CU) at cabin temperatures above 75 degrees F, related systems & models were reevaluated and tests conducted with humans in the loop. Changes to the cabin ventilation, ICU placement, crew reentry suit-donning procedures, Orbiter Program wave-off policy and post-landing power down and crew extraction were adopted. A second CFD and core temperature model incorporated the proposed changes and confirmed satisfactory cabin temperature, improved air distribution, and estimated core temperatures within safe limits. CONCLUSIONS: These changes in equipment, in-flight and post-landing procedures, and policy were implemented for the STS-400 rescue shuttle & will be implemented in any future rescue flights from the International Space Station of stranded shuttle crews.

Gillis, David B.↗
NASA NTRS2017

Cooling the Origins Space Telescope

The NASA Astrophysics Division has commissioned 4 studies for consideration by the 2020 Decadal Survey to be the next flagship mission following WFIRST (Wide Field Infrared Survey Telescope). One of the four studies is the Origins Space Telescope (OST), which will cover wavelengths from 6 microns to 600 microns. To perform at the level of the zodiacal, galactic, and cosmic background, the telescope must be cooled to 4 degrees Kelvin. 4 degrees Kelvin multi-stage mechanical cryocoolers will be employed along with a multilayer sunshield/thermal shield to achieve this temperature with a manageable parasitic heat load. Current state-of-the-art cryocoolers can achieve close to 4 degrees Kelvin, providing about 50 megawatts of cooling at 4 degrees Kelvin with an input power of 500 watts. Multiple coolers at this power level will be used in parallel. These coolers also provide extra cooling power at intermediate temperature stages of 15-20 degrees Kelvin and 50-70 degrees Kelvin . This upper stage cooling will be used to limit the heat conducted to 4 degrees Kelvin . The multi-layer sunshield will limit the radiated thermal energy to the 4 degrees Kelvin volume. This paper will describe the architecture of the cryogenic system for OST along with preliminary thermal models.

cryogenics↗
NASA NTRS1994

Experimental studies of transpiration cooling with shock interaction in hypersonic flow, part B

This report describes the result of experimental studies conducted to examine the effects of the impingement of an oblique shock on the flowfield and surface characteristics of a transpiration-cooled wall in turbulent hypersonic flow. The principal objective of this work was to determine whether the interaction between the oblique shock and the low-momentum region of the transpiration-cooled boundary layer created a highly distorted flowfield and resulted in a significant reduction in the cooling effectiveness of the transpiration-cooled surface. As a part of this program, we also sought to determine the effectiveness of transpiration cooling with nitrogen and helium injectants for a wide range of blowing rates under constant-pressure conditions in the absence of shock interaction. This experimental program was conducted in the Calspan 48-Inch Shock Tunnel at nominal Mach numbers of 6 and 8, for a Reynolds number of 7.5 x 10(exp 6). For these test conditions, we obtained fully turbulent boundary layers upstream of the interaction regions over the transpiration-cooled segment of the flat plate. The experimental program was conducted in two phases. In the first phase, we examined the effects of mass-addition level and coolant properties on the cooling effectiveness of transpiration-cooled surfaces in the absence of shock interaction. In the second phase of the program, we examined the effects of oblique shock impingement on the flowfield and surface characteristics of a transpiration-cooled surface. The studies were conducted for a range of shock strengths with nitrogen and helium coolants to examine how the distribution of heat transfer and pressure and the characteristics of the flowfield in the interaction region varied with shock strength and the level of mass addition from the transpiration-cooled section of the model. The effects of the distribution of the blowing rate along the interaction regions were also examined for a range of blowing rates through the transpiration-cooled panels. The regions of shockwave/boundary layer interaction examined in these studies were induced by oblique shocks generated with a sharp, flat plate, inclined to the freestream at angles of 5 degrees, 7.5 degrees, and 10 degrees. It was found that, in the absence of an incident shock, transpiration cooling was a very effective method for reducing both the heat transfer and the skin friction loads on the surface. The helium coolant was found to be significantly more effective than nitrogen, because of its low molecular weight and high specific heat. The studies of shock-wave/transpiration-cooled surface interaction demonstrated that the interaction region between the incident shock and the low-momentum transpiration-cooled boundary layer did not result in a significant increase in the size of attached or separated interaction regions, and did not result in significant flowfield distortions above the interaction region. The increase in heating downstream of the shock-impingement point could easily be reduced to the values without shock impingement by a relatively small increase in the transpiration cooling in this region. Surprisingly, this increase in cooling rate did not result in a significant increase in size of the region ahead of the incident shock or create a significantly enlarged interaction region with a resultant increase in the distortion level in the inviscid flow. Thus, transpiration cooling appears to be a very effective technique to cool the internal surfaces of scramjet engines, where shocks in the engine would induce large local increases in wall heating and create viscous/inviscid interactions that could significantly disturb the smooth flow through the combustor. However, if hydrogen is used as the coolant, burning upstream of shock impingement might result in localized hot spots. Clearly, further research is needed in this area.

Holden, Michael S.↗
NASA NTRS2019

Operation of a Heat Pipe with Multiple Heat Loads Under Reflux Mode

"Heat pipes are being used on many spacecraft to acquire heat dissipated by the payload and transport the heat to a remote radiator. In instrument-level or spacecraft-level ground testing, many heat pipes are placed in a gravity-driven reflux mode where the condenser is well above the evaporator, resulting in the formation of a liquid pool at the bottom of the heat pipe. If a head load is applied to a site that is in contact with the liquid pool, the generated vapor will flow upward to the condenser and the condensate will fall back to the evaporator due the influence of gravity. Hence, the heat pipe can operate steadily under reflux mode because the heated site always has sufficient liquid supply to sustain the fluid flow. In contrast, when a heat load is applied to a site remote from the liquid pool, the heat pipe will be unable to transfer heat through liquid evaporation unless the heated site has a chance to be in contact with liquid. This can be accomplished by applying an additional heat load to the liquid pool to establish a reflux flow so that the remote site can capture the falling condensate. An experimental investigation was conducted to study the effect of gravity on the thermal performance of a heat pipe under reflux mode with multiple heat loads. An aluminum ammonia heat pipe with internal axial grooves was placed in a vertical position. Cooling was provided to the top of the heat pipe, and heat was applied to three sites below the condenser with various heat distributions. One of the heated sites was above the liquid pool, and two were in direct contact with the liquid pool. Test results showed that when a heat load was applied to either one or both of the lower sites, the heat pipe could run steadily under reflux mode. After a reflux flow had been established, a heat load could be applied to the upper site. If the upper site could capture sufficient liquid falling from the condenser to handle its heat load solely by liquid evaporation, the heat pipe could reach steady operation. Otherwise, the temperature of the upper site would oscillate due to its intermittent contact with the falling liquid. For a given heat load to the upper site, the amplitude of temperature oscillation decreased with an increasing heat load to the lower sites because there was more falling condensate available for the upper site to capture. Moreover, the temperature oscillation disappeared completely when the total heat loads to lower sites exceeded a threshold power, and the threshold power increased with an increasing heat load to the upper site."

Ku, Jentung↗
NASA NTRS1975

Improved turbine disk design to increase reliability of aircraft jet engines

An analytical study was conducted on a bore entry cooled turbine disk for the first stage of the JT8D-17 high pressure turbine which had the potential to improve disk life over existing design. The disk analysis included the consideration of transient and steady state temperature, blade loading, creep, low cycle fatigue, fracture mechanics and manufacturing flaws. The improvement in life of the bore entry cooled turbine disk was determined by comparing it with the existing disk made of both conventional and advanced (Astroloy) disk materials. The improvement in crack initiation life of the Astroloy bore entry cooled disk is 87% and 67% over the existing disk made of Waspaloy and Astroloy, respectively. Improvement in crack propagation life is 124% over the Waspaloy and 465% over the Astroloy disks. The available kinetic energies of disk fragments calculated for the three disks indicate a lower fragment energy level for the bore entry cooled turbine disk.

Alver, A. S.↗