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DOE OSTI2026

What Shapes Transportation Charging Infrastructure Availability? Evidence from Tennessee

This study examines how community, travel, and freight characteristics relate to public charging infrastructure availability across Tennessee ZIP codes. We link Alternative Fuels Data Center station locations with traffic, socioeconomic, demographic, commuting, and freight employment data to build a ZIP code-level dataset. Ordinary least squares regression captures variation in chargers per 10,000 residents (R2=0.311). Quantile regressions at the 25th, 50th, and 75th percentiles, with pseudo R2 values up to 0.099, show that the determinants of infrastructure availability differ across low-, medium-, and high-availability areas. Percent female, percent car commuters, average household size, and median age are negatively associated with charging availability across much of the distribution. Truck traffic is positively associated only in lower-availability ZIP codes, while vehicle miles traveled shifts from a negative association at the lower end of the distribution to a positive association at the upper end. The results provide insight into how public charging deployment aligns with community characteristics, mobility demand, and freight activity across Tennessee. Future work can distinguish charger types and power levels, incorporate land-use and temporal rollout patterns, and examine how charging infrastructure needs differ across urban and rural contexts.

Calderón, Oriana [University of Tennessee, Knoxvil↗

DOE OSTI2020

Assessment of Potential Future Demands for Hydrogen in the United States

H2@Scale is a U.S. Department of Energy (DOE) initiative that brings together stakeholders to advance the affordable production, transport, storage, and utilization of hydrogen (H2) as an energy carrier to increase revenue opportunities in multiple energy sectors. The focus of the current work is to characterize the growth potential of diverse hydrogen industries in the United States, given research and development (R&D) advancements in hydrogen technologies. Current and emerging hydrogen production technologies utilize diverse energy sources, including natural gas (NG) reforming, as well as renewable and nuclear power for low-temperature and high-temperature water splitting. The produced hydrogen also enables emerging domestic industries that value conventional and renewable hydrogen as an energy carrier for intermediate and end use. The success of H2@Scale (Figure ES.1) depends not only on hydrogen demand from growing existing markets such as petroleum refining and ammonia (NH 3 ) production, but also on the development of new markets such as metals refining, synthetic fuel (synfuel) and chemical production, biofuels, light-duty (LD) and heavy-duty (HD) hydrogen fuel cell (FC) electric vehicles (FCEVs), and injection into NG pipelines, all of which can significantly increase hydrogen demand relative to current levels of approximately10 million metric tons [MMT] annually. This study focused primarily on five demand sectors — synfuels, upgrading of oil/biomass, NH 3 /fertilizer, metals refining, and hydrogen vehicles (transportation) — along with gas infrastructure. For each sector, a hydrogen demand potential was quantified, along with a “threshold price.” The hydrogen demand potential reflects a practical amount of hydrogen that could be used in that sector, barring economic considerations. The threshold price reflects the price at which the consumer would utilize hydrogen in lieu of an alternative that could supply the same performance.

08 HYDROGEN↗

NASA NTRSDate not supplied

Case Study for Lunar ISRU Systems Utilizing Polar Water

In-Situ Resource Utilization (ISRU) is key to long term presence at any extraterrestrial destination. Current NASA direction is to achieve a sustainable presence on the lunar surface by 2028. Mission plans currently target the lunar South Pole to leverage the extended periods of solar illumination and allows for potential access to water ice in the permanently shadowed areas around the poles. With water, it is possible to produce both fuel and oxidizer to fully refuel a vehicle. In order to address ISRU infusion into mission planning, a study of an end-to-end ISRU propellant production system was initiated to assess ISRU architectures and obtain mass and power estimates for each. The results of these case studies will be presented. For this study, The ISRU system architecture involved two sites; the mine site in a shadowed crater where water ice is excavated and extracted from the regolith and the propellant production site at an illuminated ridge where the water is processed into liquefied O2 and H2 propellants. Fixed hardware would be emplaced at each site, with two alternating water tankers to transport water between them. Notional lunar sites were identified for this architecture for baseline environmental parameters. Technology solutions for each subsystem were selected based on those with the highest fidelity models or those that have empirical laboratory data to anchor to. While power needs were identified for each location, a power solution was not prescribed, therefore the masses presented do not include surface power systems. The baseline case in this study assumed that 10 mT of oxygen, along with enough hydrogen to support a propulsion mixture ratio of 6, must be produced in 225 days. Therefore 15 mT of water would need to be collected and processed. The baseline solution resulted in a system mass of5 mT and a total required power of 68kW. The majority of the mass was split between the ridge site system and the two water tankers (2.6 mTand 1.8mTrespectively). The majority of the required power was with three subsystems at approximately 20 kW each: hydrogen liquefaction, electrolysis, and the water extractor subsystem. Trades for four key variables are also presented, namely production rate, water concentration, dry overburden depth, and number of water transport trips. This can be compared to a system that targets oxygen from the minerals in the surface regolith material. A carbothermal reduction reactor system was used for this comparison. The use of direct solar thermal energy to process the regolith and the ease of access of the resource resulted in significantly lower values for the oxygen case: approximately 2.7 mT and 11.8 kW. However, the mass trade would favor the water case over successive missions where the hydrogen up-mass of 2 mT per mission will accrue against the oxygen system.1Aerospace Research Engineer, Chemical and Thermal Propulsion Systems Branch, Senior Member.2Mechanical Engineer, Propulsion and Power Division/Energy Conversion Systems, 2101 Nasa Pkwy/Mailcode EP3 Houston, TX 77058, AIAA member.

Lunar↗

DOE OSTI2021

The NREL Sensor Laboratory: Status and Future Directions for Hydrogen Detection

The NREL Hydrogen Sensor Laboratory was commissioned in 2010 as a resource for the national and international hydrogen community to ensure the availability and proper use of hydrogen sensors. Since then, the Sensor Laboratory has provided unbiased verification of hydrogen sensor performance for sensor developers, end-users, and regulatory agencies and has also provided active support for numerous code and standards development organizations. Although sensor performance assessment remains a core capability, the mission of the NREL Sensor Laboratory has expanded toward a more holistic approach regarding the role of hydrogen detection and its implementation strategy for both assurance of facility safety as well as for process control applications. Active monitoring for detection of unintended releases has been identified by the NFPA 2 Storage Task Group as a viable approach for improving facility safety and lowering setbacks. The current research program for the Sensor Laboratory addresses both conventional and advanced developing detection strategies in response to the emerging large-scale markets, such as those envisioned by H2@Scale. These emerging hydrogen applications may require alternative detection strategies that supplement and may ultimately supplant the use of traditional sensors for monitoring hydrogen releases. Research focus areas for the NREL Sensor Laboratory now encompasses the characterization of released hydrogen behavior to optimize detection strategies for both indoor and outdoor applications, advanced methods of hydrogen leak detection such as hydrogen wide area monitoring approaches for large scale and distributed applications, the incorporation of active monitoring as a risk reduction strategy to improve safety at hydrogen facilities, and continuing support of hydrogen safety codes and standards. In addition to assurance of safety, detection will be critical for process control applications, such as hydrogen fuel quality verification for fuel cell vehicle applications and for monitoring and controlling of hydrogen-natural gas blend composition.

codes and standards↗

NASA NTRS2004

Low Emissions Alternative Power (LEAP) Project Office Business Team of the Aeropropulsion Research Program Office (ARPO) Org. 0140

The program for which I am working at this summer is Propulsion and Power/Low Emissions Alternative Power (P&P/LEAP). It invests in a fundamental TRL 1-6 research and technology portfolio that will enable the future of: Alternative fuels and/or alternative propulsion systems, non-combustion (electric) propulsion systems. P&P/LEAP will identify and capitalize on the highest potential concepts generated both internal and external to the Agency. During my 2004 summer at NASA Glenn Research Center, I worked with my mentor Barbara Mader, in the Project Office with the Business Team completing various tasks for the project and personnel. The LEAP project is a highly matrixed organization. The Project Office is responsible for the goals advocacy and dollar (budget) of the LEAP project. The objectives of the LEAP Project are to discover new energy sources and develop unconventional engines and power systems directed towards greatly reduced emissions, enable new vehicle concepts for public mobility, new science missions and national security. The Propulsion and PowerLow Emissions Alternative Power directly supports the environmental, mobility, national security objectives of the Vehicle Systems Program and the Aeronautics Technology Theme. Technology deliverables include the demonstration through integrated ground tests, a constant volume combustor in an engine system, and UAV/small transport aircraft all electric power system. My mentor serves as a key member of the management team for the Aeropropulsion Research Program Office (ARPO). She has represented the office on numerous occasions, and is a member of a number of center-wide panels/teams, such as the Space management Committee and is chair to the Business Process Consolidation Team. She is responsible for the overall coordination of resources for the Propulsion and Power Project - from advocacy to implementation. The goal for my summer at NASA was to document processes and archive program documents from the past years. I used the computer and office machines, and also worked with personnel in setting up a Cost Estimation Plan. I gained office experience in Word, Excel, and Power Point, with the completion of a variety of tasks. I made spreadsheets that pertained to the budget plan for Journey to Tomorrow, to name a few I have supported the office by tracking resource information: including programmatic travel, project budget at the center level to budgets for individual research sub-projects and grants. I also assisted the Program Support Office in their duties including, representing the office on numerous occasions on center-wide team/panels, such as the Space management committee, IFMP Budget Formulation, Journey to Tomorrow Committee, and the Vehicle Systems Program Business Process Team.

Buttler, Jennifer A.↗

NASA NTRS1988

Variable mixture ratio performance through nitrogen augmentation

High/variable mixture ratio O2/H2 candidate engine cycles are examined for earth-to-orbit vehicle application. Engine performance and power balance information are presented for the candidate cycles relative to chamber pressure, bulk density, and mixture ratio. Included in the cycle screening are concepts where a third fluid (liquid nitrogen) is used to achieve a variable mixture ratio over the trajectory from liftoff to earth orbit. The third fluid cycles offer a very low risk, fully reusable, low operation cost alternative to high/variable mixture ratio bipropellant cycles. Variable mixture ratio engines with extendible nozzle are slightly lower performing than a single mixture ratio engine (MR = 7:1) with extendible nozzle. Dual expander engines (MR = 7:1) have slightly better performance than the single mixture ratio engine. Dual fuel dual expander engines offer a 16 percent improvement over the single mixture ratio engine.

Beichel, R.↗

NASA NTRS1976

Onboard hydrogen generation for automobiles

Problems concerning the use of hydrogen as a fuel for motor vehicles are related to the storage of the hydrogen onboard a vehicle. The feasibility is investigated to use an approach based on onboard hydrogen generation as a means to avoid these storage difficulties. Two major chemical processes can be used to produce hydrogen from liquid hydrocarbons and methanol. In steam reforming, the fuel reacts with water on a catalytic surface to produce a mixture of hydrogen and carbon monoxide. In partial oxidation, the fuel reacts with air, either on a catalytic surface or in a flame front, to yield a mixture of hydrogen and carbon monoxide. There are many trade-offs in onboard hydrogen generation, both in the choice of fuels as well as in the choice of a chemical process. Attention is given to these alternatives, the results of some experimental work in this area, and the combustion of various hydrogen-rich gases in an internal combustion engine.

Houseman, J.↗

DOE OSTI2026

Dataset for Blueprinting Electrified Transit System Implementation

This dataset contains the figures and tabulated results generated from a system-level optimization study of transit fleet electrification planning. The dataset does not include executable modeling code required to reproduce the optimization. The dataset includes results for optimized charging infrastructure deployment by location and power level and service block assignments by fuel type, battery capacity selections, and distributed energy resource sizing. It also contains aggregated financial results, capital expenditures, operating cost summaries, net present cost comparisons across scenarios, and quantified air quality impacts. Results are structured to reflect multiple planning scenarios, including heuristic electrification plans, system-optimized configurations, and sensitivity cases with alternative objective weightings. The modeling was developed using publicly available General Transit Feed Specification data from Omnitrans and standardized modeling assumptions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2026

Dataset for Blueprinting Electrified Transit System Implementation

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS2013

Three-Dimensional (3D) Additive Construction: Printing with Regolith

Three dimensional (3D) printing is a new and booming topic in many realms of research and engineering technology. When it comes to space science and aerospace engineering, it can be useful in numerous ways. As humans travel deeper into space and farther from Earth, sending large quantities of needed supplies from Earth for a mission becomes astronomically expensive and less plausible. In order to reach further to new places, In Situ Resource Utilization (ISRU), a project that pushes for technologies to use materials already present in the destination's environment, is necessary. By using materials already available in space such as regolith from the Moon, Mars, or an asteroid's surface, fewer materials need to be brought into space on a launched vehicle. This allows a vehicle to be filled with more necessary supplies for a deep space mission that may not be found in space, like food and fuel. This project's main objective was to develop a 3D printer that uses regolith to "print" large structures, such as a dome, to be used as a heat shield upon a vehicle's reentry into the atmosphere or even a habitat. 3D printing is a growing technology that uses many different methods to mix, heat, and mold a material into a specific shape. In order to heat the regolith enough to stick together into a solid shape, it must be sintered at each layer of material that is laid. Sintering is a process that heats and compresses a powdered material until it fuses into a solid, which requires a lot of energy input. As an alternative, a polymer can be mixed with the regolith before or as it is sent to the 3D printer head to be placed in the specific shape. The addition of the polymer, which melts and binds at much lower temperatures than sintering temperatures, greatly decreases the required heating temperature and energy input. The main task of the project was to identify a functional material for the printer. The first step was to find a miscible. polymer/solvent solution. This solution was added to the regolith and the solvent was evaporated essentially leaving polymer-coated regolith particles. This material would be sent through the printer head and heated layer by layer to melt the polymer and bind the regolith. This method was one of many in a large goal to utilize materials in space with a custom-made 3D printer that builds dome-shaped habitats and other essential equipment for future deep space missions.

Tsoras, Alexandra↗

NASA NTRS1985

Orbit on demand - Will cost determine best design?

Eleven design concepts for vertical (V) and horizontal (H) take-off launch-on-demand manned orbital vehicles are discussed. Attention is given to up to three stages, Mach numbers (sub-, 2, or 3), expendable boosters, drop tanks (DT), and storable (S) or cryogenic fuels. All the concepts feature lifting bodies with circular cross-section and most have a 7 ft diam, 15 ft long payload bay as well as a crew compartment. Expendable elements impose higher costs and in some cases reduce all-azimuth launch capabilities. Single-stage vehicles simplify the logistics whether in H or V configuration. A two-stage H vehicle offers launch offset for the desired orbital plane before firing the rocket engines after take-off and subsonic acceleration. A two-stage fully reusable V form has the second lowest weight of the vehicles studied and an all-azimuth launch capability. Better definition of the prospective mission requirements is needed before choosing among the alternatives.

Macconochie, J. O.↗

NASA NTRS1991

Rendezvous radar for the orbital maneuvering vehicle

The Rendezvous Radar Set (RRS) was designed at Motorola's Strategic Electronics Division in Chandler, Arizona, to be a key subsystem aboard NASA's Orbital Maneuvering Vehicle (OMV). The unmanned OMV, which was under development at TRW's Federal Systems Division in Redondo Beach, California, was designed to supplement the Shuttle's satellite delivery, retrieval, and maneuvering activities. The RRS was to be used to locate and then provide the OMV with vectoring information to the target satellite (or Shuttle or Space Station) to aid the OMV in making a minimum fuel consumption approach and rendezvous. The OMV development program was halted by NASA in 1990 just as parts were being ordered for the RRS engineering model. The paper presented describes the RRS design and then discusses new technologies, either under development or planned for development at Motorola, that can be applied to radar or alternative sensor solutions for the Automated Rendezvous and Capture problem.

Locke, John W.↗

DOE OSTI2021

Impacts of Biofuel Blending on MCCI Ignition Delay with Review of Methods for Defining Cycle-by-Cycle Ignition Points from Noisy Cylinder Pressure Data

Conventional diesel combustion, also known as Mixing-Controlled Compression Ignition (MCCI), is expected to be the primary power source for medium- and heavy-duty vehicles for decades to come. Displacing petroleum-based ultra-low-sulfur diesel (ULSD) as much as possible with low-net-carbon biofuels will become necessary to help mitigate effects on climate change. Neat biofuels may have difficulty meeting current diesel fuel standards but blends of 30% biofuel in ULSD show potential as ‘drop-in’ fuels. These blends must not make significant changes to the combustion phasing of the MCCI process if they are to be used interchangeably with neat ULSD. An important aspect of MCCI phasing is the ignition delay (ID), i.e. the time between the start of fuel injection and the initial premixed autoignition that initiates the MCCI process. Bench experiments can evaluate the expected ignition delay of a fuel via cetane number (CN) or alternative methods such as the indicated cetane number (ICN); however, neither CN nor ICN correlate perfectly with the ignition delay measured in actual engine experiments. Furthermore, there is no standardized methodology on how to quantify MCCI ignition delay from engine cylinder pressure measurements, creating difficulties in cross-study comparison. In this study, several engine ignition delay calculation methods are evaluated for robustness in deriving ignition delay on both a cycle-averaged and cycle-to-cycle basis. Eight biofuel blends with varying ICN, oxygen concentration and other fuel properties were used to study the different methods. This yields a thorough analysis of how certain biofuel blends affect ignition delay and the entire MCCI process, as well as a thorough evaluation of the differences between the ID calculation methods. Many of these methods are equally valid, but the choice of method has a significant impact on the resulting ID, which must be carefully considered when evaluating results across multiple studies.

47 OTHER INSTRUMENTATION↗

DOE OSTI2021

Impacts of Biofuel Blending on MCCI Ignition Delay with Review of Methods for Defining Cycle-by-Cycle Ignition Points from Noisy Cylinder Pressure Data: Preprint

47 OTHER INSTRUMENTATION↗

NASA NTRS2004

Systems Analysis Developed for All-Electric Aircraft Propulsion

There is a growing interest in the use of fuel cells as a power source for all-electric aircraft propulsion as a means to substantially reduce or eliminate environmentally harmful emissions. Among the technologies under consideration for these concepts are advanced proton exchange membrane (PEM) and solid oxide fuel cells (SOFCs), alternative fuels and fuel processing, and fuel storage. A multidisciplinary effort is underway at the NASA Glenn Research Center to develop and evaluate concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. As part of this effort, system studies are being conducted to identify concepts with high payoff potential and associated technology areas for further development. To support this effort, a suite of component models was developed to estimate the mass, volume, and performance for a given system architecture. These models include a hydrogen-air PEM fuel cell; an SOFC; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. First-order feasibility studies were completed for an all-electric personal air vehicle utilizing a fuel-cell-powered propulsion system. A representative aircraft with an internal combustion engine was chosen as a baseline to provide key parameters to the study, including engine power and subsystem mass, fuel storage volume and mass, and aircraft range. The engine, fuel tank, and associated ancillaries were then replaced with a fuel cell subsystem. Various configurations were considered including a PEM fuel cell with liquid hydrogen storage, a direct methanol PEM fuel cell, and a direct internal reforming SOFC/turbine hybrid system using liquid methane fuel. Each configuration was compared with the baseline case on a mass and range basis.

Kohout, Lisa L.↗

NASA NTRS2016

CryoCart Restoration and Vacuum Pipe Construction

Propulsion systems that utilize hypergolic propellants have been used to power space vehicles since the beginning of the space program. Liquid methane and oxygen propulsion systems have emerged as an alternative and have proven to be more environmentally friendly. The incorporation of liquid methane/liquid oxygen (LOX) into the propulsion system has demonstrated an increase in engine performance, as well as a reduction in the volume, size and complexity of the system. Consequently, reducing the total mass of the vehicle which is a crucial aspect that is considered when planning space missions to both the Moon and Mars [1]. Project Morpheus has made significant advancements in liquid oxygen/liquid methane propulsion system technologies by incorporating a LOX/methane propulsion system to a vertical test bed. The vehicle consisted of a 5,000 lb main engine and four 20 lb remote control system (RCS) engines that utilize liquid methane/LOX as its propellant [1]. The vehicle completed successful flight testing at Kennedy Space Center in 2014 which marked the completion of the Morpheus project. Subsequent projects utilizing Morpheus' vertical test bed have been developed to make further advancements. One of the subsequent projects consisted of the addition of a smaller 2,000 lb main engine and a cold helium heat exchanger which would make it possible for a pressurant tank systems to be send to Mars or the Moon by significantly decreasing the overall mass and volume of the pressurant tank. The hot fire tests of the integrated system with the smaller main engine and cold helium heat exchanger were successful at sea level, but further studies are being conducted to better understand how the vertical test bed will behave under thermal-vacuum conditions. For this reason, the integrated vehicle will be taken to Plum Brook to be tested in a chamber capable of simulating these conditions. To ensure that the vehicle will function properly under vacuum conditions, testing will be first completed at the component level. During this process, the igniter of the main engine and the RCS thrusters will be tested under a vacuum. To complete the testing of the components, the test setup first needed to be finalized. The CryoCart is being used to feed the propellants to the test article. The CryoCart is a movable test set-up that was developed in 2009 to provide a mobile platform for testing oxygen/methane systems with hot-fire capability up to 100 lbf. The CryoCart consists of three different systems: Oxygen, Methane, and liquid Nitrogen. The Oxygen and Methane systems are placed into two different carts while the liquid nitrogen system is mainly located in the methane cart. Over the years, the CryoCart has been utilized for different projects and has undergone deterioration. For this reason, a new phase has been developed to rebuild it to working conditions once again. During my internship, I was aiding in the construction and restoration of the CryoCart. In the initial stages of the process, I updated the fluid and electrical schematics for the oxygen, methane, and test article systems. The original CryoCart consisted of an electrical panel that utilized electromechanical relays and a terminal to drive the igniter power and signal, as well as the main fuel and oxygen valves. This electrical panel connected to the CryoCart through various wire harnesses that could be found exiting from the CryoCart. First, it was determined how these harnesses connected to the electromechanical relays so that they worked correctly. Once the electrical system was understood, an alternative for the electromechanical relays and the Molex connectors used throughout the system was sought since these components can often prove to be unreliable. Solid State relays and MIL connectors were purchased to serve as replacements. Upon arrival of the parts, crimping and wiring was completed to install the new solid state relays and MIL connectors. During the replacement of the relays and connectors, system checks of the electrical system were ran to ensure that the system was working correctly. While completing system checks, the pressure transducers that were not functioning properly were also replaced and any issue with the wiring or signal was addressed. Once the electrical components were replaced, the restoration of the fluid system began. Parts of the tubing in the CryoCart had to be rebuild and often consisted of sizing, cutting, bending, filing, and sanding the tubing to prepare it to be flared. Many components had to be proof-tested to bring their certifications up to date, and several components had to be replaced. Various flex hoses, valves, and fittings were send to the Clean Lab because they were new, dirty, or had gone through proof-testing. Once they arrived from the cleaning lab they had to be put back to the system and leak checks and functional tests were conducted. In the Nitrogen system, the copper tubing located in the Oxygen cart was rebuild and Aerogel insulation was added to this section. A new gaseous nitrogen system was added to the CryoCart to purge the vacuum tube which will serve as the test chamber. Once the CryoCart was completed, construction of parts of the vacuum tube began. A flange was manufactured with welded fittings to hold the line of the vacuum pump as well as some extra fittings which will serve as extra inlets used to introduce fluid lines to the vacuum tube. Stress analysis was ran in this flange to ensure that it would not fail under vacuum conditions. The fluid lines leading from the air side of the vacuum to the test article were also constructed and added to the mount that had already been manufactured. Three different sets of tubing were constructed to accommodate the seven different RCS thruster and the main engine igniter that are going to be tested. Full electrical system checks were completed to ensure that all the wire harnesses and valves were functioning. Upon the completion of the CryoCart and the vacuum tube, hot fire testing for the RCS thrusters and the main engine igniter are going to begin. During this time any issues encountered with the engines or igniter will be addressed to ensure that the components function under vacuum conditions. After successful completion of testing, the vertical test bed, Morpheus, will be rebuilt and prepared to be sent to Plum Brook. In Plum Brook, the vehicle will be tested in the thermal-vacuum chamber to demonstrate that integrated lox-methane propulsion system operation in space-like conditions. This internship has allowed me the opportunity to gain valuable hands on experience and to develop skills that will aid in my education as well as in the workforce, while at the same time helping me determine that I would like to further pursue a career in propulsion engineering.

Chaidez, Mariana↗

NASA NTRS1990

Transatmospheric vehicle research

Research was conducted into the alternatives to the supersonic combustion ramjet (scramjet) engine for hypersonic flight. A new engine concept, the Oblique Detonation Wave Engine (ODWE) was proposed and explored analytically and experimentally. Codes were developed which can couple the fluid dynamics of supersonic flow with strong shock waves, with the finite rate chemistry necessary to model the detonation process. An additional study was conducted which compared the performance of a hypersonic vehicle powered by a scramjet or an ODWE. Engineering models of the overall performances of the two engines are included. This information was fed into a trajectory program which optimized the flight path to orbit. A third code calculated the vehicle size, weight, and aerodynamic characteristics. The experimental work was carried out in the Ames 20MW arc-jet wind tunnel, focusing on mixing and combustion of fuel injected into a supersonic airstream. Several injector designs were evaluated by sampling the stream behind the injectors and analyzing the mixture with an on-line mass spectrometer. In addition, an attempt was made to create a standing oblique detonation wave in the wind tunnel using hydrogen fuel. It appeared that the conditions in the test chamber were marginal for the generation of oblique detonation waves.

Adelman, Henry G.↗

NASA NTRSDate not supplied

Reducing Landing Site Contamination Using 3-D Trajectory Optimization for Surface Hoppers

Rocket-powered vehicles utilizing Vertical Take-off Vertical Landing (VTVL) are a compelling alternative to surface rovers for exploring planetary and lunar bodies. These so called “hoppers” provide enhanced mobility for accessing locations difficult to reach, and over a wider region of the surface. However, contamination and plume interactions from rocket exhaust deposited at landing sites is anticipated since landing approaches are typically along a vertical direction during the final descent. Consequently, exhaust products may alter the surface chemistry, potentially confounding compositional analysis for samples collected in the vicinity of the landing site or jeopardize mining efforts. There has been no rigorous study on flight maneuvers that can mitigate plume-to-surface interactions. A multi-objective optimization tool has been developed to simulate propulsive hops on a planetary body and minimize both fuel consumption and site alterations. Trajectories are derived by multi-objective optimization and include solutions with significant reduction in contamination for a modest increase in fuel consumption. For these solutions, surface-to-surface propulsive transfer is demonstrated, but the method can also be modified for orbit-to-surface transfers (e.g., landers).

guidance↗