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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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NASA NTRS1992

Reuse: A knowledge-based approach

This paper describes our research in automating the reuse process through the use of application domain models. Application domain models are explicit formal representations of the application knowledge necessary to understand, specify, and generate application programs. Furthermore, they provide a unified repository for the operational structure, rules, policies, and constraints of a specific application area. In our approach, domain models are expressed in terms of a transaction-based meta-modeling language. This paper has described in detail the creation and maintenance of hierarchical structures. These structures are created through a process that includes reverse engineering of data models with supplementary enhancement from application experts. Source code is also reverse engineered but is not a major source of domain model instantiation at this time. In the second phase of the software synthesis process, program specifications are interactively synthesized from an instantiated domain model. These specifications are currently integrated into a manual programming process but will eventually be used to derive executable code with mechanically assisted transformations. This research is performed within the context of programming-in-the-large types of systems. Although our goals are ambitious, we are implementing the synthesis system in an incremental manner through which we can realize tangible results. The client/server architecture is capable of supporting 16 simultaneous X/Motif users and tens of thousands of attributes and classes. Domain models have been partially synthesized from five different application areas. As additional domain models are synthesized and additional knowledge is gathered, we will inevitably add to and modify our representation. However, our current experience indicates that it will scale and expand to meet our modeling needs.

Iscoe, Neil↗

NASA NTRS1998

SLR2000: a microlaser-based single photoelectron satellite laser ranging system

SLR2000 is an autonomous and eyesafe satellite laser ranging (SLR) station with an expected single shot range precision of about one centimeter and a normal point (time-averaged) precision better than 3 mm. The system wil provide continuous 24 hour tracking coverage for a constellation of over twenty artificial satellites. Replication costs are expected to be roughly an order of magnitude less than current operational systems, and the system will be about 75% less expensive to operate and maintain relative to manned systems. Computer simulations have predicted a daylight tracking capability to GPS and lower satellites with telescope apertures of 40 cm and have demonstrated the ability of our current autotracking algorithm to extract mean signal strengths below .001 photoelectrons per pulse from daytime background noise. The dominant cost driver in present SLR systems is the onsite and central infrastructure manpower required to operate the system, to service and maintain the complex subsystems, and to ensure that the transmitted laser beam is not a hazard to onsite personnel or to overflying aircraft. To keep development, fabrication, and maintenance costs at a minimum, we adopted the following design philosophies: (1) use off the shelf commercial components wherever possible; this allows rapid component replacement and "outsourcing" of engineering support; (2) use smaller telescopes (less than 50 cm) since this constrains the cost, size, and weight of the telescope and tracking mount; and (3) for low maintenance and failsafe reliability, choose simple versus complex technical approaches and, where possible, use passive techniques and components rather than active ones. Adherence to these philosophies has led to the SLR2000 design described here.

Degnan, John J.↗

NASA NTRS2003

Effects of Impact Damage in Midplane Asymmetric Sandwich Composites

Several structural sandwich composites arc in service on military and commercial aerospace vehicles, however, these components have been limited to secondary structures partly because the impact damage and damage tolerance of these composites have not been extensively characterized. To improve durability, safety, and life cycle performance of PMCs while reducing maintenance costs, combined analysis, and test methods that provide a means of predicting critical engineering properties after impact damage of the structure, must be developed. A key enabling technology here is the establishment of the correlation between the impact test results conducted in the laboratory and the mechanics-based phenomenological solutions. This research was undertaken to investigate the compression and flexural properties following low velocity impact of a nomex/phenolic honeycomb core, fiberglass/epoxy facesheet, midplane asymmetric sandwich composite. One facesheet (thin side) was composed of two plies of the fiberglass/epoxy (0/90), while the other facesheet (thick side) was composed of four plies (0/90/0/90) of fiberglass/epoxy. Due to the differences in facesheet thickness, impact damage was separately induced on the thick side as well as the thin side. The compression and flexural strength properties for each damage arrangement were compared using different levels of impact energy ranging from 0 to 452 Joules. In all cases, higher impact energy resulted in decreased compression and flexural strength. Impact on the thin side showed slightly more retention of compression strength at low impact levels, whereas higher residual compressive strength was observed from impact on the thick side at higher impact levels. Different facesheet thicknesses or midplane asymmetry, played an important role in the flexural strength, however, low velocity impact on the both the thick and thin fiberglass/epoxy facesheet side showed an almost linear loss of flexural strength to saturation.

Meador, Michael↗

NASA NTRS2002

Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost

A control valve that can throttle high-pressure cryogenic fluid embodies several design features that distinguish it over conventional valves designed for similar applications. Field and design engineers worked together to create a valve that would simplify installation, trim changes, and maintenance, thus reducing overall cost. The seals and plug stem packing were designed to perform optimally in cryogenic temperature ranges. Unlike conventional high-pressure cryogenic valves, the trim size can be changed independent of the body. The design feature that provides flexibility for changing the trim is a split body. The body is divided into an upper and a lower section with the seat ring sandwiched in between. In order to maintain the plug stem packing at an acceptable sealing temperature during cryogenic service, heat-exchanging fins were added to the upper body section. The body is made of stainless steel. The seat ring is made of a nickel-based alloy having a coefficient of thermal expansion less than that of the body material. Consequently, when the interior of the valve is cooled cryogenically, the body surrounding the seat ring contracts more than the seat ring. This feature prevents external leakage at the body-seat joint. The seat ring has been machined to have small, raised-face sealing surfaces on both sides of the seal groove. These sealing surfaces concentrate the body bolt load over a small area, thereby preventing external leakage. The design of the body bolt circle is different from that of conventional highpressure control valves. Half of the bolts clamp the split body together from the top, and half from the bottom side. This bolt-circle design allows a short, clean flow path, which minimizes frictional flow losses. This bolt-circle design also makes it possible to shorten the face-toface length of the valve, which is 25.5 in. (65 cm). In contrast, a conventional, high-pressure control valve face-to-face dimension may be greater than 40 in. (>1 m) long.

Source record↗

NASA NTRS2004

Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost

A control valve that can throttle high pressure cryogenic fluid embodies several design features that distinguish it over conventional valves designed for similar applications. Field and design engineers worked together to create a valve that would simplify installation, trim changes, and maintenance, thus reducing overall cost. The seals and plug stem packing were designed to perform optimally in cryogenic temperature ranges. Unlike conventional high-pressure cryogenic valves, the trim size can be changed independent of the body. The design feature that provides flexibility for changing the trim is a split body. The body is divided into an upper and a lower section with the seat ring sandwiched in between. In order to maintain the plug stem packing at an acceptable sealing temperature during cryogenic service, heat-exchanging fins were added to the upper body section (see figure). The body is made of stainless steel.

Wilkes, Karlin↗

NASA NTRS2008

Halbach Magnetic Rotor Development

The NASA John H. Glenn Research Center has a wealth of experience in Halbach array technology through the Fundamental Aeronautics Program. The goals of the program include improving aircraft efficiency, reliability, and safety. The concept of a Halbach magnetically levitated electric aircraft motor will help reduce harmful emissions, reduce the Nation s dependence on fossil fuels, increase efficiency and reliability, reduce maintenance and decrease operating noise levels. Experimental hardware systems were developed in the GRC Engineering Development Division to validate the basic principles described herein and the theoretical work that was performed. A number of Halbach Magnetic rotors have been developed and tested under this program. A separate test hardware setup was developed to characterize each of the rotors. A second hardware setup was developed to test the levitation characteristics of the rotors. Each system focused around a unique Halbach array rotor. Each rotor required original design and fabrication techniques. A 4 in. diameter rotor was developed to test the radial levitation effects for use as a magnetic bearing. To show scalability from the 4 in. rotor, a 1 in. rotor was developed to also test radial levitation effects. The next rotor to be developed was 20 in. in diameter again to show scalability from the 4 in. rotor. An axial rotor was developed to determine the force that could be generated to position the rotor axially while it is rotating. With both radial and axial magnetic bearings, the rotor would be completely suspended magnetically. The purpose of this report is to document the development of a series of Halbach magnetic rotors to be used in testing. The design, fabrication and assembly of the rotors will be discussed as well as the hardware developed to test the rotors.

Gallo, Christopher A.↗

NASA NTRS2003

Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost

Wilkes, Karlin↗

NASA NTRS2015

Estimating the Life Cycle Cost of Space Systems

A space system's Life Cycle Cost (LCC) includes design and development, launch and emplacement, and operations and maintenance. Each of these cost factors is usually estimated separately. NASA uses three different parametric models for the design and development cost of crewed space systems; the commercial PRICE-H space hardware cost model, the NASA-Air Force Cost Model (NAFCOM), and the Advanced Missions Cost Model (AMCM). System mass is an important parameter in all three models. System mass also determines the launch and emplacement cost, which directly depends on the cost per kilogram to launch mass to Low Earth Orbit (LEO). The launch and emplacement cost is the cost to launch to LEO the system itself and also the rockets, propellant, and lander needed to emplace it. The ratio of the total launch mass to payload mass depends on the mission scenario and destination. The operations and maintenance costs include any material and spares provided, the ground control crew, and sustaining engineering. The Mission Operations Cost Model (MOCM) estimates these costs as a percentage of the system development cost per year.

Life cycle cost↗

NASA NTRSDate not supplied

Surface Systems Capability Gaps for Enabling NASA’s Sustainable Lunar Operations

This paper discusses the NASA Ground, Test, and Surface Systems Taxonomy (TX-13) related capability gaps, including details of architecture, technology, engineering, and policy gaps for enabling sustainable lunar surface operations and subsequent Mars missions. Architecture gaps include standardized architectures and interfaces, multi-element systems engineering and integration, design for supportability, and nuclear payload processing and launch approach. Technology gaps, primarily focused on uncrewed surface operations, include automated/autonomous cryogenic loading, transfer, servicing, and storage of commodities; health determination and fault management; automated/autonomous planning and scheduling; automated/autonomous inspection, maintenance and repair; logistics management and reliability; launch and landing site preparation; commodity management; and advanced umbilicals and dust tolerant interfaces. Engineering gaps include high-purity propellant production for ground and surface applications and large-scale xenon servicing capabilities. The policy gap includes nuclear propulsion acceptance testing and qualification approach. Strategically identifying human/automation roles and tasks and infusing automation and autonomy practices early in a system’s lifecycle is essential for achieving the mission objectives for a sustainable human lunar presence, improving performance and mission effectiveness, reducing operations costs and reliance on humans to perform tasks, and accommodating ground communication delays.

Surface Systems↗

DOE OSTI2026

Total Cost of Ownership Reduction Using Passive Pre-Chamber Ignition in Natural Gas Engines

Spark plug durability is a factor affecting the total cost of ownership (TCO) of spark-ignited natural gas engines, with some heavy-duty platforms requiring plug replacement after only 750 hours of operation. The high ignition energy demand under lean or diluted conditions accelerates electrode wear, shortening plug life and increasing maintenance frequency. This work evaluates passive pre-chamber (PC) ignition operating at lowered spark energies as a strategy to reduce spark energy requirements and extend plug durability, thereby lowering TCO. Experiments were conducted on a medium-duty Cummins 6.7L ISB engine at 1600 RPM and 50% load under varying exhaust gas recirculation (EGR) dilution levels (0–40%). Two passive pre-chambers with 1.1 mm and 1.6 mm nozzle diameters were compared with conventional spark ignition (SI). SI was operated with a fixed coil dwell of 4 ms (~90 mJ), while the PC configuration was tested across 2–4 ms dwell times (~30–90 mJ). Cylinder pressure analysis revealed that PC ignition sustained stable combustion at significantly lower spark energies than SI, with improved combustion stability at ~30 mJ compared with SI at ~90 mJ. The PC system also extended the dilution tolerance beyond that achievable with SI, while delivering up to ~2% higher indicated thermal efficiency and reducing the COV by nearly 90% at 30% EGR. A TCO analysis was conducted to assess the economic benefit of adopting a passive PC system operating at reduced spark energies compared to SI. It was found that adopting a passive PC system could reduce TCO by approximately $11,000 per engine over a five-year operational period, primarily due to fuel savings, extended spark plug life, and reduced maintenance frequency. These projections were weighed against the additional hardware cost of the pre-chamber, yielding a rapid estimated return on investment of ~300 operating hours. Therefore, this work motivates continued research and development of passive PC technology and its commercial adoption in natural gas engines used in transportation applications.

Dhotre, Akash [University of Minnesota]↗

DOE OSTI2025

Transportability of exogenous microbial community correlates with interwell connectivity in deep aquifers

Subsurface resource engineering operations often utilize continuous injection of externally-sourced water into geological reservoirs for formation pressure maintenance, resource recovery or energy/waste storage. Such injected water generally contains naturally occurring microbes. Little is known, however, about how the injectate microbes transport through geological media as a community, how such transportability is affected by injector-producer connectivity, and whether such knowledge can be utilized for flowpath characterization. In this study, we analyzed daily-to-weekly timeseries microbial community data from the injected- and produced-fluids of a ten-month flow test at a deep, well-characterized engineered aquifer. We found that the injectate microbial community was distinct from the indigenous community at the amplicon sequence variant (ASV) level, and that the transportability of injectate community towards a given producer, quantified by an “nASV-Overlap” metric we propose, had strong and significant positive correlation with known injector-producer connectivities at our site. This suggests that the better the connectivity, the higher the probability for more injectate species to flow through the interwell region and arrive at a producer. Because interwell connectivity is an important yet usually unknown parameter in subsurface resource engineering, such correlation in turn points to nASV-Overlap as a useful indicator of interwell connectivity for aquifer characterization and long-term monitoring. Based on our findings, an nASV-Overlap-based microbial tracing approach was developed for characterizing and monitoring the relative connectivities across multiple producers with a given injector. A side-by-side comparison between the new nASV-Overlap approach and traditional artificial tracer methods is presented, and their respective strengths and limitations are discussed.

Deep biosphere↗

NASA NTRS2002

Effect of Variable Chord Length on Transonic Axial Rotor Performance Investigated

During the life of any gas turbine, blade erosion is present, especially for those units that are exposed to unfiltered air, such as aviation turbofan engines. The effect of this erosion is to reduce the blade chord progressively from the midspan to the tip region and to roughen and distort the blade surface. The effects of roughness on rotor performance have been documented by Suder et al. and Roberts. These papers indicate that the penalty for leading-edge roughness and erosion can be significant. Turbofan operators, therefore, restore chord length at routine maintenance intervals to regain performance before deterioration is too severe to salvage blades. As the rotor blades erode, the leading edge becomes rough - blunt and distorted from the nominal shape - and the aerodynamic performance suffers. Nominal performance can be recovered by recontouring the leading edges. This process, which inherently shortens the blade chord, can be used until the blade chord erodes to the stall limit. Below this chord length, which varies among engine-compressor types, a decrease of stall margin is likely. After compressor blade rework that includes leading edge recontouring, the blades have different chord lengths, ranging from blades that are near nominal chord length down to those near the stall chord limit. Furthermore, as blades erode below the stall limit, they must be replaced with new blades that have the full nominal chord length. Consequently, a set of compressor blades with varying chord lengths will be installed into each turbofan engine that goes through a complete maintenance cycle. The question arises, "Does fan or compressor performance depend on the order in which mixed-chord blades are installed into a fan or compressor disk?"

Suder, Kenneth L.↗

NASA NTRS1989

Expanding the domain of a prototype expert system with an eye on future maintenance - The FIESTA case study

The methods by which an expert system architecture can support such key elements of domain expansion and maintenance as knowledge acquisition, representation, addition, and modification, are presently illustrated by the Fault Isolation Expert System for TDRSS Applications (FIESTA). FIESTA highlights such similarities between conventional software engineering and expert system development as the benefits that accrue to loose coupling, modularity, and documentation. A major difference, however, is the set of opportunities afforded automated end-user maintenance by expert system technology.

Happell, Nadine↗

NASA NTRS1993

VMPLOT: A versatile analysis tool for mission operations

VMPLOT is a versatile analysis tool designed by the Magellan Spacecraft Team to graphically display engineering data used to support mission operations. While there is nothing revolutionary or innovative about graphical data analysis tools, VMPLOT has some distinguishing features that set it apart from other custom or commercially available software packages. These features include the ability to utilize time in a Universal Time Coordinated (UTC) or Spacecraft Clock (SCLK) format as an enumerated data type, the ability to automatically scale both axes based on the data to be displayed (including time), the ability to combine data from different files, and the ability to utilize the program either interactively or in batch mode, thereby enhancing automation. Another important feature of VMPLOT not visible to the user is the software engineering philosophies utilized. A layered approach was used to isolate program functionality to different layers. This was done to increase program portability to different platforms and to ease maintenance and enhancements due to changing requirements. The functionality of the unique features of VMPLOT as well as highlighting the algorithms that make these features possible are described. The software engineering philosophies used in the creation of the software tool are also summarized.

Bucher, Allen W.↗

NASA NTRS1998

Investigation of Thermal High Cycle and Low Cycle Fatigue Mechanisms of Thick Thermal Barrier Coatings

Ceramic thermal barrier coatings have attracted increased attention for diesel engine applications. The advantages of using the ceramic coatings include a potential increase in efficiency and power density and a decrease in maintenance cost. Zirconia-based ceramics are the most important coating materials for such applications because of their low thermal conductivity, relatively high thermal expansivity and excellent mechanical properties. However, durability of thick thermal barrier coatings (TBCS) under severe temperature cycling encountered in engine conditions, remains a major question. The thermal transients associated with the start/stop and no-load/full-load engine cycle, and with the in-cylinder combustion process, generate thermal low cycle fatigue (LCF) and thermal high cycle fatigue (HCF) in the coating system. Therefore, the failure mechanisms of thick TBCs are expected to be quite different from those of thin TBCs under these temperature transients. The coating failure is related not only to thermal expansion mismatch and oxidation of the bond coats and substrates, but also to the steep thermal stress gradients induced in the coating systems. Although it has been reported that stresses generated by thermal transients can initiate surface and interface cracks in a coating system, the mechanisms of the crack propagation and of coating failure under the complex LCF and HCF conditions are still not understood. In this paper, the thermal fatigue behavior of an yttria partially stabilized zirconia coating system under simulated LCF and HCF engine conditions is investigated. The effects of LCF and HCF on surface crack initiation and propagation are also discussed.

Zhu, Dong-Ming↗

NASA NTRS2009

Technology Transfer Challenges: A Case Study of User-Centered Design in NASA's Systems Engineering Culture

The Upper Stage (US) section of the National Aeronautics and Space Administration's (NASA) Ares I rocket will require internal access platforms for maintenance tasks performed by humans inside the vehicle. Tasks will occur during expensive critical path operations at Kennedy Space Center (KSC) including vehicle stacking and launch preparation activities. Platforms must be translated through a small human access hatch, installed in an enclosed worksite environment, support the weight of ground operators and be removed before flight - and their design must minimize additional vehicle mass at attachment points. This paper describes the application of a user-centered conceptual design process and the unique challenges encountered within NASA's systems engineering culture focused on requirements and "heritage hardware". The NASA design team at Marshall Space Flight Center (MSFC) initiated the user-centered design process by studying heritage internal access kits and proposing new design concepts during brainstorming sessions. Simultaneously, they partnered with the Technology Transfer/Innovative Partnerships Program to research inflatable structures and dynamic scaffolding solutions that could enable ground operator access. While this creative, technology-oriented exploration was encouraged by upper management, some design stakeholders consistently opposed ideas utilizing novel, untested equipment. Subsequent collaboration with an engineering consulting firm improved the technical credibility of several options, however, there was continued resistance from team members focused on meeting system requirements with pre-certified hardware. After a six-month idea-generating phase, an intensive six-week effort produced viable design concepts that justified additional vehicle mass while optimizing the human factors of platform installation and use. Although these selected final concepts closely resemble heritage internal access platforms, challenges from the application of the user-centered process provided valuable lessons for improving future collaborative conceptual design efforts.

Quick, Jason↗

NASA NTRS2012

Testing of the NASA Hypersonics Project Combined Cycle Engine Large Scale Inlet Mode Transition Experiment (CCE LlMX)

Status on an effort to develop Turbine Based Combined Cycle (TBCC) propulsion is described. This propulsion technology can enable reliable and reusable space launch systems. TBCC propulsion offers improved performance and safety over rocket propulsion. The potential to realize aircraft-like operations and reduced maintenance are additional benefits. Among most the critical TBCC enabling technologies are: 1) mode transition from turbine to scramjet propulsion, 2) high Mach turbine engines and 3) TBCC integration. To address these TBCC challenges, the effort is centered on a propulsion mode transition experiment and includes analytical research. The test program, the Combined-Cycle Engine Large Scale Inlet Mode Transition Experiment (CCE LIMX), was conceived to integrate TBCC propulsion with proposed hypersonic vehicles. The goals address: (1) dual inlet operability and performance, (2) mode-transition sequences enabling a switch between turbine and scramjet flow paths, and (3) turbine engine transients during transition. Four test phases are planned from which a database can be used to both validate design and analysis codes and characterize operability and integration issues for TBCC propulsion. In this paper we discuss the research objectives, features of the CCE hardware and test plans, and status of the parametric inlet characterization testing which began in 2011. This effort is sponsored by the NASA Fundamental Aeronautics Hypersonics project

Saunders, J. D.↗

DOE OSTI2024

Mitigation for Removal of Building 01-103 in the Area 1 Subdock, Nevada National Security Site, Nye County, Nevada

Building 01-103, the Drill Bit Repair Building was originally recorded as SHPO Resource No. B18848 in 2020 during an architectural survey of the Area 1 Subdock (Collins et al. 2022). It was recommended individually eligible for listing in the NRHP under Criteria A and C and contributing to the significance of the Area 1 Subdock Historic District. The SHPO concurred with these determinations in a letter dated April 29, 2022 (Reed 2022). The Drill Bit Repair Building retains all seven aspects of integrity. The location, materials, workmanship, feeling, and association have not changed since its original construction. The design was modified slightly in 1996 with the addition of a removable and non-destructive chain-link fence. Nearby buildings 01-101 and 01-102 were removed (Collins and Menocal 2020) but the other buildings and storage yards remain. Therefore, the integrity of setting has been changed, but not to the degree that the building no longer conveys its significance (see Figures 4 and 5 for comparison). Building 01-103 was constructed in 1985 to coincide with the relocation of the Area 3 Subdock to Area 1. The design for the new Subdock provided a centralized cluster of buildings surrounded by two large storage yards. The buildings included administrative and engineering office space, warehouses, a radiograph building, and Building 01-103 as the drill bit maintenance and repair building, among others. The Drill Bit Repair Building was critical to the success of underground nuclear testing and is eligible under Criterion A for its contribution to broad patterns of history by maintaining specially designed equipment for underground nuclear testing at the NNSS. It is also eligible under Criterion C as it is the only recorded example of a facility built specifically for the maintenance of big-hole drill bits on the NNSS. As it retains both significance and integrity, it remains individually eligible under Criteria A and C. In addition to its individual significance, the Drill Bit Repair Building also contributes to the significance of the Area 1 Subdock Historic District as a representative of a big-hole drilling support facility necessary for underground nuclear testing. The building and the equipment therein were designed specifically for testing at the NNSS, where much of the early technology and methods for big-hole drilling were developed. Its removal will result in not only the demolition of a contributing element but also a change in the physical features of the district’s setting that contribute to its historic significance. The change in setting will diminish the district’s integrity. However, the district still contains numerous examples of other buildings constructed for the purpose of supporting big-hole drilling and remains eligible under Criteria A and C.

54 ENVIRONMENTAL SCIENCES↗