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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 433 records · Page 24
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NASA NTRS2006

Testing of Carbon Fiber Composite Overwrapped Pressure Vessel Stress-Rupture Lifetime

This paper contains summaries of testing procedures and analysis of stress rupture life testing for two stress rupture test programs, one for Kevlar COPVs performed at Lawrence Livermore National Laboratory, and the other a joint study between NASA JSC White Sands Test Facility and the Jet Propulsion Laboratory. These will be discussed in detail including test setup and issues encountered during testing. Lessons learned from testing in these two programs will be discussed.

lightweight propellant tanks↗
NASA NTRS2007

Composite Overwrap Pressure Vessels: Mechanics and Stress Rupture Lifing Philosophy

The NASA Engineering and Safety Center (NESC) has been conducting an independent technical assessment to address safety concerns related to the known stress rupture failure mode of filament wound pressure vessels in use on Shuttle and the International Space Station. The Shuttle's Kevlar-49 fiber overwrapped tanks are of particular concern due to their long usage and the poorly understood stress rupture process in Kevlar-49 filaments. Existing long term data show that the rupture process is a function of stress, temperature and time. However due to the presence of load sharing liners and the complex manufacturing procedures, the state of actual fiber stress in flight hardware and test articles is not clearly known. Indeed non-conservative life predictions have been made where stress rupture data and lifing procedures have ignored the contribution of the liner in favor of applied pressure as the controlling load parameter. With the aid of analytical and finite element results, this paper examines the fundamental mechanical response of composite overwrapped pressure vessels including the influence of elastic-plastic liners and degraded/creeping overwrap properties. Graphical methods are presented describing the non-linear relationship of applied pressure to Kevlar-49 fiber stress/strain during manufacturing, operations and burst loadings. These are applied to experimental measurements made on a variety of vessel systems to demonstrate the correct calibration of fiber stress as a function of pressure. Applying this analysis to the actual qualification burst data for Shuttle flight hardware revealed that the nominal fiber stress at burst was in some cases 23% lower than what had previously been used to predict stress rupture life. These results motivate a detailed discussion of the appropriate stress rupture lifing philosophy for COPVs including the correct transference of stress rupture life data between dissimilar vessels and test articles.

Thesken, John C.↗
NASA NTRS2007

Stress Rupture Life Reliability Measures for Composite Overwrapped Pressure Vessels

Composite Overwrapped Pressure Vessels (COPVs) are often used for storing pressurant gases onboard spacecraft. Kevlar (DuPont), glass, carbon and other more recent fibers have all been used as overwraps. Due to the fact that overwraps are subjected to sustained loads for an extended period during a mission, stress rupture failure is a major concern. It is therefore important to ascertain the reliability of these vessels by analysis, since the testing of each flight design cannot be completed on a practical time scale. The present paper examines specifically a Weibull statistics based stress rupture model and considers the various uncertainties associated with the model parameters. The paper also examines several reliability estimate measures that would be of use for the purpose of recertification and for qualifying flight worthiness of these vessels. Specifically, deterministic values for a point estimate, mean estimate and 90/95 percent confidence estimates of the reliability are all examined for a typical flight quality vessel under constant stress. The mean and the 90/95 percent confidence estimates are computed using Monte-Carlo simulation techniques by assuming distribution statistics of model parameters based also on simulation and on the available data, especially the sample sizes represented in the data. The data for the stress rupture model are obtained from the Lawrence Livermore National Laboratories (LLNL) stress rupture testing program, carried out for the past 35 years. Deterministic as well as probabilistic sensitivities are examined.

Murthy, Pappu L. N.↗
NASA NTRS2006

A Theoretical Investigation of Composite Overwrapped Pressure Vessel (COPV) Mechanics Applied to NASA Full Scale Tests

A theoretical investigation of the factors controlling the stress rupture life of the National Aeronautics and Space Agency's (NASA) composite overwrapped pressure vessels (COPVs) continues. Kevlar(TradeMark) fiber overwrapped tanks are of particular concern due to their long usage and the poorly understood stress rupture process in Kevlar(TradeMark) filaments. Existing long term data show that the rupture process is a function of stress, temperature and time. However, due to the presence of a load sharing liner, the manufacturing induced residual stresses and the complex mechanical response, the state of actual fiber stress in flight hardware and test articles is not clearly known. This paper is a companion to the experimental investigation reported in [1] and develops a theoretical framework necessary to design full-scale pathfinder experiments and accurately interpret the experimentally observed deformation and failure mechanisms leading up to static burst in COPVs. The fundamental mechanical response of COPVs is described using linear elasticity and thin shell theory and discussed in comparison to existing experimental observations. These comparisons reveal discrepancies between physical data and the current analytical results and suggest that the vessel's residual stress state and the spatial stress distribution as a function of pressure may be completely different from predictions based upon existing linear elastic analyses. The 3D elasticity of transversely isotropic spherical shells demonstrates that an overly compliant transverse stiffness relative to membrane stiffness can account for some of this by shifting a thin shell problem well into the realm of thick shell response. The use of calibration procedures are demonstrated as calibrated thin shell model results and finite element results are shown to be in good agreement with the experimental results. The successes reported here have lead to continuing work with full scale testing of larger NASA COPV hardware.

Greene, N.↗
NASA NTRS2006

Overview of NASA White Sands Test Facility Composite Overwrapped Pressure Vessel Testing

This viewgraph presentation examines the White Sands Test Facility testing of Composite overwrapped pressure vessel (COPV). A COPV is typically a metallic liner overwrapped with a fiber epoxy matrix. There is a weight advantage over the traditional all metal design. The presentation shows pictures of the facilities at White Sands, and then examines some of the testing performed. The tests include fluids compatibility, and Kevlar COPV. Data for the Kevlar tests are given, and an analysis is reviewed. There is also a comparison between Carbon COPVs and the Kevlar COPVs.

Greene, Nathanael↗
NASA NTRS2009

Analysis of Potential for Titanium Liner Buckling after Proof in a Large Kevlar/Epoxy COPV

We analyze the potential for liner buckling in a 40-in Kevlar49/epoxy overwrapped spherical pressure vessel (COPV) due to long, local depressions or valleys in the titanium liner, which appeared after proof testing (autofrettage). We begin by presenting the geometric characteristics of approximately 20 mil (0.02 in.) deep depressions measured by laser profilometry in several vessels. While such depths were more typical, depths of more than 40 mils (0.02 in.) were seen near the equator in one particular vessel. Such depressions are largely the result of overlap of the edges of overwrap bands (with rectangular cross-section prepreg tows) from the first or second wrap patterns particularly where they start and end. We then discuss the physical mechanisms of formation of the depressions during the autofrettage process in terms of uneven void compaction in the overwrap around the tow overlap lines and the resulting 10-fold increase in through-thickness stiffness of the overwrap. We consider the effects of liner plastic yielding mechanisms in the liner on residual bending moments and interface pressures with the overwrap both at the peak proof pressure (approx.6500 psi) and when reducing the pressure to 0 psi. During depressurization the Bauschinger phenomenon becomes very important whereby extensive yielding in tension reduces the magnitude of the yield threshold in compression by 30 to 40%, compared to the virgin annealed state of the liner titanium. In the absence of a depression, the liner is elastically stable in compression even at liner overwrap interface pressures nominally 6 times the approx. 1000 psi interface pressure that exists at 0 psi. Using a model based on a plate-on-an-elastic-foundation, we develop an extensive analysis of the possible destabilizing effects of a frozen-in valley. The analysis treats the modifying effects of the residual bending moments and interface pressures remaining after the proof hold as well as the Bauschinger effect on the compressive yield threshold. The key result is that depression depths of up to 40 mils can be tolerated, but above 40 mils, the Bauschinger effect drives destabilization, and buckling becomes increasingly likely depending on the details of depression formation during autofrettage. It is almost certain that destabilization and buckling will occur for depression depths beyond 55 mils. The main equations and formulas for treating the various phases of depression development and potential buckling, are only briefly outlined in the paper, but are available from the authors.

Phoenix, S. Leigh↗
NASA NTRS2009

Use of Raman Spectroscopy and Delta Volume Growth from Void Collapse to Assess Overwrap Stress Gradients Compromising the Reliability of Large Kevlar/Epoxy COPVs

Composite Overwrapped Pressure Vessels (COPVs) are frequently used for storing pressurized gases aboard spacecraft and aircraft when weight saving is desirable compared to all-metal versions. Failure mechanisms in fibrous COPVs and variability in lifetime can be very different from their metallic counterparts; in the former, catastrophic stress-rupture can occur with virtually no warning, whereas in latter, a leak before burst design philosophy can be implemented. Qualification and certification typically requires only one burst test on a production sample (possibly after several pressure cycles) and the vessel need only meet a design burst strength (the maximum operating pressure divided by a knockdown factor). Typically there is no requirement to assess variability in burst strength or lifetime, much less determine production and materials processing parameters important to control of such variability. Characterizing such variability and its source is crucial to models for calculating required reliability over a given lifetime (e.g. R = 0.9999 for 15 years). In this paper we present a case study of how lack of control of certain process parameters in COPV manufacturing can result in variations among vessels and between production runs that can greatly increase uncertainty and reduce reliability. The vessels considered are 40-inch ( NASA Glenn Research center, Cleveland, OH, 44135 29,500 in3 ) spherical COPVs with a 0.74 in. thick Kevlar49/epoxy overwrap and with a titanium liner of which 34 were originally produced. Two burst tests were eventually performed that unexpectedly differed by almost 5%, and were 10% lower than anticipated from burst tests on 26-inch sister vessels similar in every detail. A major observation from measurements made during proof testing (autofrettage) of the 40-inch vessels was that permanent volume growth from liner yielding varied by a factor of more than two (150 in3 to 360 in3 ), which suggests large differences in the residual stress gradient through their overwraps. This resulted in large uncertainty in true fiber stress ratio (fiber stress at operating pressure divided by fiber stress at burst) which governs lifetime. The vessels were originally designed with tight safety margins, so it became crucial to develop a non-destructive evaluation (NDE) technique to directly measure the overwrap residual stress state of each vessel, and to identify those vessels at highest risk of having poor reliability. This paper describes a Raman Spectroscopy technique for measuring certain patterns of fluctuation in fiber elastic strains over the outside vessel surface (where all but one wrap is exposed at certain locations) that are shown to directly correlate to increased fiber stress ratios and reduced reliability.

Kezirian, Michael T.↗
NASA NTRS2009

Bayes Analysis and Reliability Implications of Stress-Rupture Testing a Kevlar/Epoxy COPV using Temperature and Pressure Acceleration

Composite Overwrapped Pressure Vessel (COPVs) that have survived a long service time under pressure generally must be recertified before service is extended. Sometimes lifetime testing is performed on an actual COPV in service in an effort to validate the reliability model that is the basis for certifying the continued flight worthiness of its sisters. Currently, testing of such a Kevlar49(registered TradeMark)/epoxy COPV is nearing completion. The present paper focuses on a Bayesian statistical approach to analyze the possible failure time results of this test and to assess the implications in choosing between possible model parameter values that in the past have had significant uncertainty. The key uncertain parameters in this case are the actual fiber stress ratio at operating pressure, and the Weibull shape parameter for lifetime; the former has been uncertain due to ambiguities in interpreting the original and a duplicate burst test. The latter has been uncertain due to major differences between COPVs in the data base and the actual COPVs in service. Any information obtained that clarifies and eliminates uncertainty in these parameters will have a major effect on the predicted reliability of the service COPVs going forward. The key result is that the longer the vessel survives, the more likely the more optimistic stress ratio is correct. At the time of writing, the resulting effect on predicted future reliability is dramatic, increasing it by about one nine , that is, reducing the probability of failure by an order of magnitude. However, testing one vessel does not change the uncertainty on the Weibull shape parameter for lifetime since testing several would be necessary.

Phoenix, S. Leigh↗
NASA NTRS2009

Composite Overwrap Pressure Vessels: Mechanics and Stress Rupture Lifting Philosophy

The NASA Engineering and Safety Center (NESC) has been conducting an independent technical assessment to address safety concerns related to the known stress rupture failure mode of filament wound pressure vessels in use on Shuttle and the International Space Station. The Shuttle s Kevlar-49 (DuPont) fiber overwrapped tanks are of particular concern due to their long usage and the poorly understood stress rupture process in Kevlar-49 filaments. Existing long term data show that the rupture process is a function of stress, temperature and time. However due to the presence of load sharing liners and the complex manufacturing procedures, the state of actual fiber stress in flight hardware and test articles is not clearly known. Indeed nonconservative life predictions have been made where stress rupture data and lifing procedures have ignored the contribution of the liner in favor of applied pressure as the controlling load parameter. With the aid of analytical and finite element results, this paper examines the fundamental mechanical response of composite overwrapped pressure vessels including the influence of elastic plastic liners and degraded/creeping overwrap properties. Graphical methods are presented describing the non-linear relationship of applied pressure to Kevlar-49 fiber stress/strain during manufacturing, operations and burst loadings. These are applied to experimental measurements made on a variety of vessel systems to demonstrate the correct calibration of fiber stress as a function of pressure. Applying this analysis to the actual qualification burst data for Shuttle flight hardware revealed that the nominal fiber stress at burst was in some cases 23 percent lower than what had previously been used to predict stress rupture life. These results motivate a detailed discussion of the appropriate stress rupture lifing philosophy for COPVs including the correct transference of stress rupture life data between dissimilar vessels and test articles.

Thesken, John C.↗
NASA NTRS2009

A Theoretical Investigation of Composite Overwrapped Pressure Vessel (COPV) Mechanics Applied to NASA Full Scale Tests

A theoretical investigation of the factors controlling the stress rupture life of the National Aeronautics and Space Administration's (NASA) composite overwrapped pressure vessels (COPVs) continues. Kevlar (DuPont) fiber overwrapped tanks are of particular concern due to their long usage and the poorly understood stress rupture process in Kevlar filaments. Existing long term data show that the rupture process is a function of stress, temperature and time. However due to the presence of a load sharing liner, the manufacturing induced residual stresses and the complex mechanical response, the state of actual fiber stress in flight hardware and test articles is not clearly known. This paper is a companion to a previously reported experimental investigation and develops a theoretical framework necessary to design full-scale pathfinder experiments and accurately interpret the experimentally observed deformation and failure mechanisms leading up to static burst in COPVs. The fundamental mechanical response of COPVs is described using linear elasticity and thin shell theory and discussed in comparison to existing experimental observations. These comparisons reveal discrepancies between physical data and the current analytical results and suggest that the vessel s residual stress state and the spatial stress distribution as a function of pressure may be completely different from predictions based upon existing linear elastic analyses. The 3D elasticity of transversely isotropic spherical shells demonstrates that an overly compliant transverse stiffness relative to membrane stiffness can account for some of this by shifting a thin shell problem well into the realm of thick shell response. The use of calibration procedures are demonstrated as calibrated thin shell model results and finite element results are shown to be in good agreement with the experimental results. The successes reported here have lead to continuing work with full scale testing of larger NASA COPV hardware.

Thesken, John C.↗
NASA NTRS2009

Designing of a Fleet-Leader Program for Carbon Composite Overwrapped Pressure Vessels

Composite Overwrapped Pressure Vessels (COPVs) are often used for storing pressurant gases on board spacecraft when mass saving is a prime requirement. Substantial weight savings can be achieved compared to all metallic pressure vessels. For example, on the space shuttle, replacement of all metallic pressure vessels with Kevlar COPVs resulted in a weight savings of about 30 percent. Mass critical space applications such as the Ares and Orion vehicles are currently being planned to use as many COPVs as possible in place of all-metallic pressure vessels to minimize the overall mass of the vehicle. Due to the fact that overwraps are subjected to sustained loads during long periods of a mission, stress rupture failure is a major concern. It is, therefore, important to ascertain the reliability of these vessels by analysis, since it is practically impossible to show by experimental testing the reliability of flight quality vessels. Also, it is a common practice to set aside flight quality vessels as "fleet leaders" in a test program where these vessels are subjected to slightly accelerated operating conditions so that they lead the actual flight vessels both in time and load. The intention of fleet leaders is to provide advanced warning if there is a serious design flaw in the vessels so that a major disaster in the flight vessels can be averted with advance warning. On the other hand, the accelerating conditions must be not so severe as to be prone to false alarms. The primary focus of the present paper is to provide an analytical basis for designing a viable fleet leader program for carbon COPVs. The analysis is based on a stress rupture behavior model incorporating Weibull statistics and power-law sensitivity of life to fiber stress level.

Murthy, Pappu L.N.↗
NASA NTRS2009

Bayes Analysis and Reliability Implications of Stress-Rupture Testing a Kevlar/Epoxy COPV Using Temperature and Pressure Acceleration

Composite Overwrapped Pressure Vessels (COPVs) that have survived a long service time under pressure generally must be recertified before service is extended. Flight certification is dependent on the reliability analysis to quantify the risk of stress rupture failure in existing flight vessels. Full certification of this reliability model would require a statistically significant number of lifetime tests to be performed and is impractical given the cost and limited flight hardware for certification testing purposes. One approach to confirm the reliability model is to perform a stress rupture test on a flight COPV. Currently, testing of such a Kevlar49 (Dupont)/epoxy COPV is nearing completion. The present paper focuses on a Bayesian statistical approach to analyze the possible failure time results of this test and to assess the implications in choosing between possible model parameter values that in the past have had significant uncertainty. The key uncertain parameters in this case are the actual fiber stress ratio at operating pressure, and the Weibull shape parameter for lifetime; the former has been uncertain due to ambiguities in interpreting the original and a duplicate burst test. The latter has been uncertain due to major differences between COPVs in the database and the actual COPVs in service. Any information obtained that clarifies and eliminates uncertainty in these parameters will have a major effect on the predicted reliability of the service COPVs going forward. The key result is that the longer the vessel survives, the more likely the more optimistic stress ratio model is correct. At the time of writing, the resulting effect on predicted future reliability is dramatic, increasing it by about one "nine," that is, reducing the predicted probability of failure by an order of magnitude. However, testing one vessel does not change the uncertainty on the Weibull shape parameter for lifetime since testing several vessels would be necessary.

Phoenix, S. Leigh↗
NASA NTRS2010

Fiber Breakage Model for Carbon Composite Stress Rupture Phenomenon: Theoretical Development and Applications

Stress rupture failure of Carbon Composite Overwrapped Pressure Vessels (COPVs) is of serious concern to Science Mission and Constellation programs since there are a number of COPVs on board space vehicles with stored gases under high pressure for long durations of time. It has become customary to establish the reliability of these vessels using the so called classic models. The classical models are based on Weibull statistics fitted to observed stress rupture data. These stochastic models cannot account for any additional damage due to the complex pressure-time histories characteristic of COPVs being supplied for NASA missions. In particular, it is suspected that the effects of proof test could significantly reduce the stress rupture lifetime of COPVs. The focus of this paper is to present an analytical appraisal of a model that incorporates damage due to proof test. The model examined in the current paper is based on physical mechanisms such as micromechanics based load sharing concepts coupled with creep rupture and Weibull statistics. For example, the classic model cannot accommodate for damage due to proof testing which every flight vessel undergoes. The paper compares current model to the classic model with a number of examples. In addition, several applications of the model to current ISS and Constellation program issues are also examined.

Murthy, Pappu L. N.↗
NASA NTRS2011

Composite Overwrapped Pressure Vessels (COPV): Flight Rationale for the Space Shuttle Program

Each Orbiter Vehicle (Space Shuttle Program) contains up to 24 Kevlar49/Epoxy Composite Overwrapped Pressure Vessels (COPV) for storage of pressurized gases. In the wake of the Columbia accident and the ensuing Return To Flight (RTF) activities, Orbiter engineers reexamined COPV flight certification. The original COPV design calculations were updated to include recently declassified Kevlar COPV test data from Lawrence Livermore National Laboratory (LLNL) and to incorporate changes in how the Space Shuttle was operated as opposed to orinigially envisioned. 2005 estimates for the probability of a catastrophic failure over the life of the program (from STS-1 through STS-107) were one-in-five. To address this unacceptable risk, the Orbiter Project Office (OPO) initiated a comprehensive investigation to understand and mitigate this risk. First, the team considered and eventually deemed unfeasible procuring and replacing all existing flight COPVs. OPO replaced the two vessels with the highest risk with existing flight spare units. Second, OPO instituted operational improvements in ground procedures to signficiantly reduce risk, without adversely affecting Shuttle capability. Third, OPO developed a comprehensive model to quantify the likelihood of occurrance. A fully-instrumented burst test (recording a lower burst pressure than expected) on a flight-certified vessel provided critical understanding of the behavior of Orbiter COPVs. A more accurate model was based on a newly-compiled comprehensive database of Kevlar data from LLNL and elsewhere. Considering hardware changes, operational improvements and reliability model refinements, the mean reliability was determined to be 0.998 for the remainder of the Shuttle Program (from 2007, for STS- 118 thru STS-135). Since limited hardware resources precluded full model validation through multiple tests, additional model confidence was sought through the first-ever Accelerated Stress Rupture Test (ASRT) of a flown flight article. A Bayesian statistical approach was developed to interpret possible test results. Since the lifetime observed in the ASRT exceeded initial estimates by one to two orders of magnitude, the Space Shuttle Program deemed there was significant conservatism in the model and accepted continued operation with existing flight hardware. Given the variability in tank-to-tank original prooftest response, a non-destructive evaluation (NDE) technique utilizing Raman Spectroscopy was developed to directly measure COPV residual stress state. Preliminary results showed that patterns of low fiber elastic strains over the outside vessel surface, together with measured permanent volume growth during proof, could be directly correlated to increased fiber stress ratios on the inside fibers adjacent to the liner, and thus reduced reliability.

Kezirian, Michael T.↗
NASA NTRS2012

Providing Pressurized Gasses to the International Space Station (ISS): Developing a Composite Overwrapped Pressure Vessel (COPV) for the Safe Transport of Oxygen and Nitrogen

To supply oxygen and nitrogen to the International Space Station, a COPV tank is being developed to meet requirements beyond that which have been flown. In order to "Ship Full' and support compatibility with a range of launch site operations, the vessel was designed for certification to International Standards (ISO) that have a different approach than current NASA certification approaches. These requirements were in addition to existing NASA certification standards had to be met. Initial risk-reduction development tests have been successful. Qualification is in progress.

Kezirian, Michael↗
NASA NTRS2013

Secular Climate Change on Mars: An Update Using MSL Pressure Data

The South Polar Residual Cap (SPRC) on Mars is an icy reservoir of CO2. If all the CO2 trapped in the SPRC were released to the atmosphere the mean annual global surface pressure would rise by approx. 20 Pa. Repeated MOC and HiRISE imaging of scarp retreat rates within the SPRC have led to the suggestion that the SPRC is losing mass. Estimates for the loss rate vary between 0.5 Pa per Mars Deacde to 13 Pa per Mars Decade. Assuming 80% of this loss goes directly to the atmosphere, and that the loss is monotonic, the global annual mean surface pressure should have increased between approx. 1-20 Pa since the Viking mission (19 Mars years ago).

Phoenix Lander↗
NASA NTRS2010

Stardust Blazes MOA Trail

Mission Operations Assurance (MOA) started at the Jet Propulsion Laboratory (JPL) with the Magellan and Galileo missions of the late 80's. It continued to develop and received a significant impetus with the failures of two successive missions to Mars in the late 90's. MOA continued to evolve with each successive project at JPL achieving its current maturity with the Stardust sample return to Earth.

operations assurance mission↗