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577 records · Page 29

International Space Station Lithium-Ion Battery Status

When originally launched, the International Space Station (ISS) primary Electric Power System (EPS) used Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the space station is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries were designed to operate for ten years at a 35% depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. For service beyond that period, upgraded Li-Ion Orbital Replacement Units (ORUs) were designed. These are the largest Li-Ion batteries ever utilized for a human rated spacecraft. The first set of six Ni-H2 batteries was replaced by Li-Ion batteries in December 2016; the second set of six was launched in September 2018 and installed in March 2019. The third set of six were launched in September 2019. Three batteries were installed in September 2019, with the remaining three to be installed in January 2020. This paper will include a brief overview of the ISS Li-Ion battery system architecture, start up of the second and third set of 6 batteries and the on-orbit status of all 18 batteries, plus the status of the Li-Ion cell life testing.

Lithium-Ion

Progress on Shape Memory Alloy Actuator Development for Active Clearance Control

Results of a numerical analysis evaluating the feasibility of high-temperature shape memory alloys (HTSMA) for active clearance control actuation in the high-pressure turbine section of a modern turbofan engine has been conducted. The prototype actuator concept considered here consists of parallel HTSMA wires attached to the shroud that is located on the exterior of the turbine case. A transient model of an HTSMA actuator was used to evaluate active clearance control at various operating points in a test bed aircraft engine simulation. For the engine under consideration, each actuator must be designed to counteract loads from 380 to 2000 lbf and displace at least 0.033 in. Design results show that an actuator comprised of 10 wires 2 in. in length is adequate for control at critical engine operating points and still exhibit acceptable failsafe operability and cycle life. A proportional-integral- derivative (PID) controller with integrator windup protection was implemented to control clearance amidst engine transients during a normal mission. Simulation results show that the control system exhibits minimal variability in clearance control performance across the operating envelope. The final actuator design is sufficiently small to fit within the limited space outside the high-pressure turbine case and is shown to consume only small amounts of bleed air to adequately regulate temperature.

Jonathan DeCastro

Artemis II Mission Performance of the Orion Active Thermal Control System

The Orion spacecraft has recently completed Artemis II, the first crewed mission around the moon in 54 years. This test flight demonstrated vehicle capability as the foundation for all future missions under the Artemis program. As a major system of Orion, the Active Thermal Control System (ATCS) successfully managed crew and vehicle heat loads to provide adequate cooling and thermal comfort for the duration of the Artemis II mission. Thermal control on the Orion vehicle is managed through two redundant cooling loops in the Crew Module (CM) that absorb heat loads from the cabin and Air Revitalization System (ARS) heat exchangers, the Liquid Cooling Garment (LCG) heat exchanger, and the avionics cold plates, and then transfer those heat loads to the Service Module (SM) radiator loops and/or the Phase Change Material (PCM) and ammonia boilers when required through thermal configuration or mission phase. During Artemis II, Orion did not necessitate any supplemental cooling from ammonia boilers until service module separation, allowing the maximum availability of ammonia cooling prior to entry. This presentation will provide an overview of the Orion ATCS major subsystems, highlight the performance during key mission phases, and comment on the applicability of the observed thermal response to future Artemis missions.

Ellie Thurston

Artemis I Space Launch System Base Heat Shield Thermal Protection System Performance

The Space Launch System (SLS) Core Stage base heat shield experienced the highest external heating environments on the entire launch vehicle during Artemis I ascent flight. This result was consistent with design predictions. The base heat shield experiences P50 cork combustion dynamics at low altitudes, plume-induced recirculation at moderate altitudes and then in-space base flow physics out to Main Engine Cut-Off (MECO). The base heat shield thermal protection system (TPS) is composed of a P50 cork ablator which is bonded to a substrate. The heat shield protects the gimbal actuation system, RS-25 turbomachinery systems and other aft section sensitive components during ascent. This paper estimates the base heat shield TPS performance from Artemis I using flight data from the NASA Langley Research Center’s Scientifically Calibrated In-Flight Imagery (SCIFLI) Airborne Multispectral Imager (SAMI), development flight instrumentation (DFI) and other TPS recession flight measurements. Predictions from computational and ground test-derived engineering ablation models and observations are also applied. Since no base heat shield substrate thermocouple data were obtained for Artemis I, an estimate of the TPS performance data is derived here. This data assesses thermal margin of the SLS Core Stage base heat shield and best informs the Artemis II Crewed mission to the moon.

aerothermodynamics

Li-ion Battery Aging with Hybrid Physics-Informed Neural Networks and Fleet-wide Data

In this work, we propose a hybrid model for Li-ion battery discharge and aging prediction that leverages fleet-wide data to predict future capacity drops.The model is built upon an hybrid approach merging physics-based and empirical equations, as well as neural network models in a recurrent neural network cell. The hybrid physics-informed neural network can predict voltage discharge cycles given the loading profile, and estimate the used capacity of the battery under random-loading conditions by tracking aging parameters connected to the residual capacity of the battery. By merging information on the battery aging parameters with existing fleet-wide aging data, the model can predict the future residual capacity of the battery that is being monitored, and therefore enable predictions of voltage discharge curves far ahead in the battery life cycle. We validated the approach using the NASA Prognostics Data Repository Battery data-set, which contains experimental data on Li-ion batteries discharged at random loading conditions in a controlled environment. The approach also allows the identification of discrepancies between the battery aging trend and the trend observed at the fleet level, so that batteries behaving differently from the rest of the fleet can be subject to closer monitoring and further testing to refine predictions.

PINN

CFD-Assisted Nodal Modeling of Sloshing in a Cryogenic Propellant Tank

During autogenous pressurization, tank sloshing causes a significant increase in pressurant consumption to maintain constant ullage pressure during draining of the tank. This increase in pressurant consumption is caused by a significant increase in condensation at the liquid-vapor interface. Sloshing strongly affects the liquid side heat transfer coefficient and thereby the condensation rate. Traditionally, sloshing is modeled by CFD code using the VOF (Volume of Fluid) method to track the liquid vapor interface during sloshing. CFD calculations require a very fine grid to accurately compute the heat and mass transfer at the interface. Therefore, computations are time consuming and prohibit performing many parametric studies often needed during the design of a new system. This paper describes an alternative approach by developing a CFD-assisted nodal model to predict system parameters more economically with reasonable accuracy. In this approach, a multi-node model of tank pressurization was developed using GFSSP. A multi-node model was needed to account for stratification. The model computes heat and mass transfer at the interface to calculate the condensation rate. The liquid side heat transfer is computed using the parameters of sloshing dynamics such as frequency, wave amplitude, and interface area. The parameters of sloshing dynamics are computed by the CFD code LOCI-Stream. The model predictions were compared with test data for several cases.

Cryogenic Tank Sloshing

An Overview of Experiments and Modeling of Polysiloxane-Coated Thermal Protection Systems for Missions to Mars, Titan, and Beyond.

Phenolic Impregnated Carbon Ablator (PICA) gained heritage during the historic Stardust mission, where it successfully returned samples from a comet’s tail and has since been instrumental in delivering payloads to the surface of Mars [1-3]. Most recently, PICA enabled the safe return of samples collected from asteroid Bennu as part of the OSIRIS-REx mission. This rich legacy underscores PICA’s critical role in allowing NASA’s most ambitious exploration missions. However, the friable nature of its phenolic phase presents challenges during handling and pre-launch activities. To mitigate this issue, PICA is coated with a polysiloxane resin system, which serves to suppress particulate dispersion and thereby safeguard spacecraft components. A comprehensive understanding of the polysiloxane resin’s behavior is imperative, as it profoundly shapes the material response of PICA during atmospheric entry by influencing its thermal and oxidative stability. This influence extends to thermocouple plugs embedded within thermal protection systems. These plugs have demonstrated their significance in missions such as Mars Science Laboratory (MSL) and Mars 2020, where the MEDLI and MEDLI2 instrumentation suites delivered in-valuable insights into the performance of thermal protection systems during entry into the Martian atmosphere [4]. Looking ahead, missions such as Dragonfly, set to descend into Titan’s dense atmosphere, aim to leverage advanced sensor technologies to further refine our understanding of thermal protection response [5]. Moreover, thermocouple plugs play an essential role in validating cutting-edge material response models, such as those pioneered under NASA’s Entry Systems Modeling Project (ESM), designed, in-part, to predict the operational integrity of thermal protection systems under the extreme stresses of atmospheric entry. To achieve these modeling goals, ground-based experiments are crucial to provide the foundational data necessary for developing and refining these predictive tools. To this end, an extensive test campaign was conducted at the Hypersonic Materials Environmental Test System (HyMETS) to investigate the high-temperature behavior of the polysiloxane resin in an air environment [6]. These experiments revealed critical phenomena, including the formation of a silicon oxycarbide layer that enhances oxidation resistance, moderates surface temperatures, and alters in-depth thermal response. Building on these findings, subsequent tests were designed to simulate atmospheric entry conditions in reactive gases, such as CO2 and N2, to mimic the environments of Mars and Titan, respectively, as well as non-reactive gases representing the atmospheres of the Ice Giants (Neptune and Uranus). A heating rate dependent decomposition mechanism has been identified for the polysiloxane resin under oxidizing conditions (Fig. 1). In the initial stage, the resin and the underlying thermal protection system undergo pyrolysis, rapidly generating a thin amorphous silicon oxycarbide interwoven with carbonaceous char and residual fibers from PICA. During the second stage, the nascent oxide layer establishes a robust, oxidation-resistant thermal barrier coating, which significantly impedes heat transfer to the underlying carbonaceous char, resulting in a stagnation of the surface temperature. A key factor contributing to this thermal resistance is the low recombination efficiency of atomic oxygen (γ), which further diminishes the heat load on the material’s interior layers [7]. Moreover, as the surface temperature stagnates, the silicon oxycarbide phase separates into distinct regions of silica and free graphite. Ultimately, when the heat flux reaches a critical threshold, a third stage is triggered, leading to the breakdown of the coating through carbothermal reduction, exposing the underlying char layer. This exposure leads to a dramatic surface temperature spike, driven by highly exothermic reactions between atomic oxygen and the char layer, further accelerating material degradation. A detailed mass and heat transfer model of PICA coated with polysiloxane resin was implemented in the Porous material Analysis Toolbox based on OpenFOAM, PATO [8]. The initial stage was considered negligible in this model because the resin decomposition occurs rapidly within a thin surface layer. Instead, the coating was directly considered as an oxygen-resistant thermal barrier coating. For the second stage, the thin amorphous silicon oxycarbide was treated as a pure silica surface to simplify the thermochemical behavior. The model ac-counts for surface equilibrium processes using representative elements of the coating-environment system. For the third stage, specific boundary conditions were developed to estimate the onset and progression of the coating removal. Two-dimensional material response simulations were conducted to compare uncoated and coated PICA using boundary conditions calibrated with HyMETS data. Fig. 2 illustrates that the simulations closely align with experimental data, successfully reproducing measured temperature profiles. This work will include the latest advancements in the coating model, including the calibration of recombination of atomic oxygen at the surface during the second phase. These simulated results will be further validated against additional CO2 data points from HyMETS, reinforcing the models’ predictive capabilities. These mechanisms and their effects on thermal protection systems, including thermochemical behavior and thermocouple probe performance in extreme environments, provide crucial insights for optimizing spacecraft designs that safeguard scientific payload and ensure mission success in future planetary exploration endeavors.

Active Oxidation

Radiation-Conditioned Ti–hBN Coatings for Space Mechanisms: Bridging Tribology and Irradiation Effects from Laboratory to Low-Earth Orbit

The longevity of tribological components in extraterrestrial environments is challenged by abrasive regolith, extreme temperatures, and ionizing radiation. This study evaluates the performance of vacuum plasma sprayed (VPS) Ti-2vol.% hexagonal boron nitride (hBN) coatings applied to joint mechanisms such as rod and slot, ball and socket, and hinge assemblies, fabricated from Al6061 and Ti6Al4V for planetary structures. Coated and uncoated samples were tested under vacuum with lunar regolith simulant (JSC-1A), followed by environmental exposures including electron radiation and thermal cycling. Results show that coated samples consistently outperformed uncoated counterparts across all configurations. Wear depth in coated components was reduced by over 80%, as confirmed by 3D profilometry and surface imaging. SEM analysis revealed severe abrasion and localized plastic deformation in uncoated surfaces, while coated samples retained structural integrity due to synergy of hard protective phases formed during deposition and retained hBN providing solid lubrication in the sliding surface. Coated and exposed samples exhibited smoother actuation profiles and reduced friction, indicating a beneficial "conditioning" effect from environmental exposure. The coatings-maintained performance even on complex geometries with minimal delamination. These findings demonstrate the potential of VPS Ti-hBN coatings to extend the operational life of lunar mechanisms, bridging laboratory-scale tribology with flight-relevant mechanical applications.

tribology

NASA’s SLS (Space Launch System) Rocket Ready for Artemis II Lunar Mission

In early 2026, NASA will launch the Artemis II mission, an approximately 10-day long lunar mission that will fly three NASA astronauts and one CSA (Canadian Space Agency) astronaut on a free-return trajectory around the Moon, following a one-day checkout of their Orion spacecraft in Earth orbit. The mission will be the first to launch astronauts aboard NASA’s Orion spacecraft and on top of the agency’s SLS (Space Launch System) rocket. The mission will also deploy four 12U CubeSats as secondary payloads from the Orion stage adapter, following Orion separation and departure. The payloads, developed by four of NASA’s international partners, will perform a variety of science and technology investigations. The SLS and Orion for the mission are currently stacked in the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center in Florida and are undergoing final preparations to rollout to Launch Pad 39B for a tanking test before launch. In addition to preparations for the Artemis II mission, significant progress is being made on the SLS for the Artemis III mission, which is targeted to return astronauts to the lunar surface no later than 2029. Major components of the core stage and solid rocket boosters are already at NASA Kennedy undergoing build-up for the mission. Data from the Artemis II launch and mission, as well as progress to subsequent missions, as available, will be presented.

Bruce Askins

NASA’s SLS (Space Launch System) Rocket Ready for Artemis II Lunar Mission

In early 2026, NASA will launch the Artemis II mission, an approximately 10-day long lunar mission that will fly three NASA astronauts and one CSA (Canadian Space Agency) astronaut on a free-return trajectory around the Moon, following a one-day checkout of their Orion spacecraft in Earth orbit. The mission will be the first to launch astronauts aboard NASA’s Orion spacecraft and on top of the agency’s SLS (Space Launch System) rocket. The mission will also deploy four 12U CubeSats as secondary payloads from the Orion stage adapter, following Orion separation and departure. The payloads, developed by four of NASA’s international partners, will perform a variety of science and technology investigations. The SLS and Orion for the mission are currently stacked in the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center in Florida and are undergoing final preparations to rollout to Launch Pad 39B for a tanking test before launch. In addition to preparations for the Artemis II mission, significant progress is being made on the SLS for the Artemis III mission, which is targeted to return astronauts to the lunar surface no later than 2029. Major components of the core stage and solid rocket boosters are already at NASA Kennedy undergoing build-up for the mission. Data from the Artemis II launch and mission, as well as progress to subsequent missions, as available, will be presented.

Bruce R Askins

Surface Characterization Through Shape Oscillations of Drops in Microgravity and 1-g

The goal of these experiments is to determine the rheological properties of liquid drops of single or multiple components in the presence or absence of surface active materials by exciting drops into their quadrupole resonance and observing their free decay. The resulting data coupled with appropriate theory should give a better description of the physics of the underlying phenomena, providing a better foundation than earlier empirical results could. The space environment makes an idealized geometry available (spherical drops) so that theory and experiment can be properly compared, and allows a 'clean' environment, by which is meant an environment in which no solid surfaces come in contact with the drops during the test period. Moreover, by considering the oscillations of intentionally deformed drops in microgravity, a baseline is established for interpreting surface characterization experiments done on the ground by other groups and ours. Experiments performed on the United States Microgravity Laboratory Laboratory (USML-1) demonstrated that shape oscillation experiments could be performed over a wide parameter range, and with a variety of surfactant materials. Results, however, were compromised by an unexpected, slow drop tumbling, some problems with droplet injection, and the presence of bubbles in the drop samples. Nevertheless, initial data suggests that the space environment will be useful in providing baseline data that can serve to validate theory and permit quantitative materials characterization at 1-g.

Robert E Apfel

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This paper describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

electrified aircraft propulsion

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This presentation describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

electrified aircraft propulsion

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This paper describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

Electrified powertrain

New Lithium-ion Polymer Battery for the Extravehicular Mobility Unit Suit

The Extravehicular Mobility Unit (EMU) suit currently has a silver-zinc battery that is 20.5 V and 45 Ah capacity. The EMU's portable life support system (PLSS) will draw power from the battery during the entire period of an EVA. Due to the disadvantages of using the silver-zinc battery in terms of cost and performance, a new high energy density battery is being developed for future use, The new battery (Lithium-ion battery or LIB) will consist of Li-ion polymer cells that will provide power to the EMU suit. The battery design consists of five 8 Ah cells in parallel to form a single module of 40 Ah and five such modules will be placed in series to give a 20.5 V, 40 Ah battery. Charging will be accomplished on the Shuttle or Station using the new LIB charger or the existing ALPS (Air Lock Power Supply) charger. The LIB delivers a maximum of 3.8 A on the average, for seven continuous hours, at voltages ranging from 20.5 V to 16.0 V and it should be capable of supporting transient pulses during start up and once every hour to support PLSS fan and pump operation. Figure 1 shows the placement of the battery in the backpack area of the EMU suit. The battery and cells will undergo testing under different conditions to understand its performance and safety characteristics.

Jeevarajan, J. A.

A Simplified Model of VIPER Thermal Management System. Part I: Loop Heat Pipe

NASA’s Volatiles Investigating Polar Exploration Rover (VIPER) uses a combination of loop heat pipes (LHPs) and heaters as the primary hardware to modulate the temperature of the electronic boxes and payloads instruments. LHPs have been designed and instrumented to be capable of passive and active shutdown. The goal of the passive shutdown, using a thermal control valve (TCV) to limit the flow of the working fluid, is to preserve thermal energy and avoid unnecessary heat leaks during lunar night. The goal of the active shutdown on the other hand, is to forcefully increase the vehicle internal temperature to bakeout the payload instruments. Several numerical modeling tools are available to analyze LHP performance under the complex set of operational requirements and environments levied on the VIPER Thermal Management System (TMS). Yet, while those numerical modeling tools are capable of detailed performance analysis, they tend to take large computational resources and long computational time. In this paper, a model of a single LHP developed based on control volume approach is presented. By using the control volume approach, the complex geometry of the LHP, and the components attached to it, are reduced to thermal lump capacitances, thus reducing the computation effort. This paper also describes the effort to correlate the proposed LHP model using thermal vacuum (TVAC) test data.

Loop Heat Pipe

A Simplified Model of VIPER Thermal Management System. Part I: Loop Heat Pipe

NASA’s Volatiles Investigating Polar Exploration Rover (VIPER) uses a combination of loop heat pipes (LHPs) and heaters as the primary hardware to modulate the temperature of the electronic boxes and payloads instruments. LHPs have been designed and instrumented to be capable of passive and active shutdown. The goal of the passive shutdown, using a thermal control valve (TCV) to limit the flow of the working fluid, is to preserve thermal energy and avoid unnecessary heat leaks during lunar night. The goal of the active shutdown on the other hand, is to forcefully increase the vehicle internal temperature to bakeout the payload instruments. Several numerical modeling tools are available to analyze LHP performance under the complex set of operational requirements and environments levied on the VIPER Thermal Management System (TMS). Yet, while those numerical modeling tools are capable of detailed performance analysis, they tend to take large computational resources and long computational time. In this paper, a model of a single LHP developed based on control volume approach is presented. By using the control volume approach, the complex geometry of the LHP, and the components attached to it, are reduced to thermal lump capacitances, thus reducing the computation effort. This paper also describes the effort to correlate the proposed LHP model using thermal vacuum (TVAC) test data.

Loop Heat Pipe

High Capacity Battery Cell Flight Qualified

The High Capacity Battery Cell project is an effort equally funded by the NASA Lewis Research Center and Hughes Space and Communications Company (a unit of Hughes Aircraft Company) to develop and flight qualify a higher capacity nickel hydrogen battery for continuing use on commercial spacecraft. The larger diameter, individual pressure vessel cell will provide approximately twice the power, while occupying the same volume, as the current state-of-the-art nickel hydrogen cell. These cells are also anticipated to reduce battery cost by 20 percent. The battery is currently booked for use on 26 spacecraft, with the first flight scheduled in 1997. A strong requirement for batteries with higher power levels (6 to 12 kW), long life, and reduced cost was identified in studies of the needs of commercial communications spacecraft. With the design developed in this effort, the higher power level was accommodated without having to modify the rest of the existing spacecraft bus. This design scaled-up the existing state-of-the-art nickel hydrogen battery cell from a 3.5-in., 50-Ahr cell to a 5.5-in., 350-Ahr cell. An improvement in cycle life was also achieved by the use of the 26-percent KOH electrolyte design developed by NASA Lewis. The cell design was completed, and flight batteries were built and flight qualified by Hughes Space and Communications Company with input from NASA Lewis. Two batteries were shipped in September 1996 to undergo life cycle testing under the purview of NASA Lewis.

McKissock, Barbara I.