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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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Overview: Solid state energy harvesting using waste heat available in gas turbine engine offers potential for power generation to meet growing power needs of aircraft; Thermoelectric material advances offer new opportunities; Weight-optimized integrated turbine engine structure incorporating energy conversion devices.
Coatings for hot section aero turbine engine structural materials are subject to thermochemical degradation after interacting with calcium-magnesium-aluminosilicates (CMAS). Molten CMAS viscosity is the primary glass property of importance, correlating with coating infiltration and reaction depth. CMAS viscosity was measured using a spindle-dipped viscometer at temperatures between 1300-1550°C in 25°C increments. Experimental data were compared to Thermo-Calc and FactSage computational models, which showed good agreement with experimental trends. CMXAS compositions, where X denotes a fifth oxide, of Ca30.75-Mg9-X5-Al13-Si42.25 (single cation oxide mol%) for X = Fe2+, Fe3+, Gd3+, Hf4+, Na1+, Ti4+, Y3+, Yb3+, Zr4+ additions were used. Oxide precipitation was observed in X = Hf4+ , Zr4+ CMXAS specimens, indicating coating dissolution is an increased threat for T ≥ 1390°C. Molten CMAS and CMXAS viscosity measurements were shown to correlate with net cation field strength, offering an alternative in property prediction where thermodynamic data are unavailable.
$\gamma$-TiAl is a desirable structural engineering alloy with excellent high temperature specific strength. This material system has been shown to be processable at industrial scales via additive manufacturing. In this work we investigate the microstructure and properties of Ti48Al2Cr2Nb fabricated via electron beam melting. No significant anisotropy was observed from during creep testing under the considered conditions. Creep deformation resistance and rupture strength are comparable to material synthesized via traditional routes.
After the Fukushima Nuclear Power Station accident, large quantities of radiocesium-contaminated soil generated from decontamination activities have been stored in the Fukushima prefecture. To complete the final disposal of decontamination soil, the Ministry of the Environment of Japan presented policy to reduce the disposal volume by using low-level decontamination soil as recycled materials. The use will be limited to civil engineering structures in public projects, such as coastal levee and road embankment, and be managed by the public authority. However, there has been no example or safety assessment of recycling of decontamination soil. To contribute to guideline development for the recycling by the Ministry of the Environment, we conducted the safety assessment for recycling of decontamination soil as coastal levee. First, we evaluated additional doses to workers and the public in the case of construction and service of coastal levee based on Japanese construction standards. From the result, the radioactive cesium concentration level of recycled materials, with which all additional doses meet the radiation criterion of 1 mSv/y, was derived to be 6,800 Bq/kg. For general designs of coastal levee in Japan, additional doses to the public in the case of service were below 10 μSv/y with derived radioactivity level. Finally, the radiation safety for collapse of coastal levee caused by natural disasters was evaluated to be on the safe side. With derived radioactivity level, additional doses in the case of disaster were confirmed to be below 1 mSv/y. (authors)
The Department of Energy (DOE) nuclear complex includes many hazardous and challenging environments that must be inspected remotely and routinely for structural integrity evaluation and long-term planning purposes. The H-Canyon Air Exhaust (HCAEX) Tunnel is an example of such an environment where a biannual inspection is currently performed. Presently inspections are performed by teleoperated robotic crawlers which provide low-res video feedback to the structural engineers. Advanced sensors: including Lidar and panospheric hi-res cameras have the potential to provide additional valuable data in future inspections. The primary goal of the sensor suite is to provide an internal 3D map of the HCAEX tunnel. Possible sensors were a stereo camera, a 3D Lidar, or a 2D Lidar that would need to be spun around. The issues with the stereo camera were that it does not have a large field-of-view and that its depth information was not nearly as accurate as even the baseline Lidars. The Hokuyo UTM-30LX-EW shown below provides a 270 deg. FOV with high accuracy and resolution while the largest FOV on a 3D Lidar is 40 deg. This was the reason a 2D Lidar was chosen over the 3D Lidar. Even though the 2D Lidar requires additional components and software to generate a 3D map, its FOV advantage is too great given that the HCAEX tunnel is a relatively confined space. Along with the Lidar, a camera sensor, IMU sensor, pan-tit unit, and on board computer needed to be identified. The two panospheric cameras allow for full 360 deg. FOV. The IMU will give data on the state of the robot inside the tunnel. The computer is used to gather and process data on board and to control the pan-tilt system. Mounts were designed and 3D printed to build the prototype of the sensor suite. It was designed to have the Lidar on top With its full FOV free while having the camera below and as close to together as possible while still leaving much of their FOV visible. The design also managed the cables such that they were unlikely to be damaged if in tension and so that they did not intrude much on the cameras vision. The sensor tree developed for the H-Canyon tunnel inspection project produces a large quantity of camera and Lidar data. a postprocessing pipeline was created to facilitate the analysis of these data. The pipeline follows the following routine: 1) Registration - Salient local features in subsequent scans are identified and used to align the scans With one another. This allows production of a single cohesive map of the tunnel. 2) Sensor Fusion - RGB camera data is 'painted' onto the depth data created by the Lidar. 3) Segmentation - Individual surfaces from within the scene are segmented out separately for individual analysis. 4) Degradation Analysis - Automatic mapping of local deviation from the plane in position or surface normal is performed, as is detection of exposed rebar using Lidar return intensity. 2) Obstacle Detection - Lidar data is also used in real time to detect obstacles in the environment. This could give feedback to the operator to successfully drive in the tunnel. 6) Graphic User Interface - a custom GUI was created to facilitate customer use of the system. The system provides real-time feedback from both the cameras and Lidar. The Lidar point-cloud data is also used for obstacle detection. As the Lidar spins, various algorithms are run to analyze the current 'slice' and obstacles in the environment are determined and registered on a cost-map. A Graphical User Interface (GUI) was developed to allow the user to easily command the crawler to set the rotational speed of the Lidar, perform a scan, and register and save the 3D generated cloud after a scan is done. For the good of the crawler, a critical aspect of the GUI design is to allow the user to cancel a scan any time after it is commanded and before it is saved. The sensor trees depth accuracy was evaluated in comparison to a high end commercial FARO Terrestrial Laser Scanner (TLS) with specifications for millimeter accuracy at distances above 10 m. For the purposes of these tests, the depth measurements produced by the TLS were taken as ground truth. Example test wall panels were scanned with the TLS and postprocessed with its proprietary software, and subsequently scanned with the sensor tree system. The two scans were manually aligned and for each point in the output cloud from the sensor tree, the distance to the nearest ground truth point in the FARO cloud was determined. 98.7% of all produced points were within the specified target range of 6 mm, with an average deviation of 1.75 mm. The test walls used have an overall in-wall depth variation of around 40 mm.
The Department of Energy (DOE) nuclear complex includes many hazardous and challenging environments that must be inspected remotely and routinely for structural integrity evaluation and long-term planning purposes. The H-Canyon Air Exhaust (HCAEX) Tunnel biannual inspection is an example of such an environment. Presently inspections are performed by teleoperated robotic crawlers provide low resolution video feedback to the structural engineers. Advanced sensors such as Lidar and panospheric hi-res cameras have the potential to provide additional valuable data in future inspections. UT-Austin Lidar work in support of an H-Canyon deployment began with the DOE EM sponsored H-Canyon Integrated Research Project. The R and DE Robotic Sensor intern team includes two of the UT-Austin Masters students working on Lidar development to facilitate the pulling of university developed solutions to the field. The goal of this project is to develop a suite of sensors that could be used to gather advanced data in future HCAEX tunnel inspections. Of particular interest is the ability to map the tunnel walls at an accuracy that will allow for the comparison of two scans performed at different time periods to estimate the concrete erosion rate. Additionally, the development of the 3D point cloud in the GPS denied environment is the first step in being able to collect and overlay other 3D data such as radiation mapping. Project specific goals include: - Design and develop 3D mapping sensor suite. Merge Lidar point cloud with high res camera images Incorporate Inertial Measurement Unit (IMU) to assist with positioning. - Develop sensor software and user GUI Sensor data collection and integration software User GUI for reach back system. - Test solution on crawler in tunnel test bed Use crawler base similar to H-Canyon planned crawler Design and build test bed simulating tunnel conditions. To facilitate rapid sensor integration, software coding and user GUI development, the Robot Operating System (ROS) was employed as the development platform. ROS is a set of open source software libraries and tools that assist with the building of robot applications. ROS includes drivers for many sensors, state-of-the-art algorithms, and powerful developer tools. Sensors selected for the summer intern solution included assessment as to whether they possessed ROS drivers and associated sample code. Additionally, the ROS 3D Robot Visualizer (rviz) tool has been employed.
The intermetallic compound molybdenum disilicide (MoSi2) is an attractive high-temperature structural material for advanced engine applications. It has excellent oxidation resistance, a high melting point, relatively low density, and high thermal conductivity; and it is easily machined. Past research at the NASA Lewis Research Center has resulted in the development of a hybrid composite consisting of a MoSi2 matrix reinforced with silicon nitride (Si3N4) particulate and silicon carbide (SiC) fibers. This composite has demonstrated attractive strength, toughness, thermal fatigue, and oxidation resistance, including resistance to "pest" oxidation. These properties attracted the interest of the Office of Naval Research and Pratt & Whitney, and a joint NASA/Navy/Pratt & Whitney effort was developed to continue to mature the MoSi2 composite technology. A turbine blade outer air seal, which was part of the Integrated High Performance Turbine Engine Technology (IHPTET) program, was chosen as a first component on which to focus.
This User's Manual contains instructions and demonstration case to prepare input data, run, and modify the Structural Tailoring of Engine Blades (STAEBL) computer code. STAEBL was developed to perform engine fan and compressor blade numerical optimizations. This blade optimization seeks a minimum weight or cost design that satisfies realistic blade design constraints, by tuning one to twenty design variables. The STAEBL constraint analyses include blade stresses, vibratory response, flutter, and foreign object damage. Blade design variables include airfoil thickness at several locations, blade chord, and construction variables: hole size for hollow blades, and composite material layup for composite blades.
Heated structural parts alter their shape. Anything which hinders free heat expansion will give rise to heat stresses. Design rules are thus obtained for the heated walls themselves as well as for the adjoining parts. An important guiding principle is that of designing the heat-conducting walls as thin as possible.
Peptoids are a family of sequence-defined, non-natural biomimetic polymers which show excellent properties including good chemical and enzymatic stability and high structural tunability. The solid-phase submonomer synthesis method allows precise control over the identity and sequence of chemically diverse side chains, enabling the atomic engineering of their chemical structures for a variety of applications. This unprecedented level of structural control enables access to atomically defined three-dimensional chain conformations and assemblies, facilitating the design and optimization of a variety of nanoscale architectures that can function in biology and materials science. In order to approach the rational design of peptoid materials in a more predictive and precise manner, it is crucial to fully understand how chemical information, in the form of the monomer sequence, encodes their folding and assembly into structurally defined, functional 3D shapes. Furthermore, this perspective focuses on recent studies into the atomic engineering of peptoid nanostructures by examining the impact of sequence variations on their secondary and three-dimensional structures, as well as their functional properties.
Abstract CRISPR arrays and CRISPR-associated (Cas) proteins comprise a prevalent adaptive immune system in bacteria and archaea. These systems defend against exogenous parasitic mobile genetic elements. The adaption of single effector CRISPR-Cas systems has massively facilitated gene-editing due to the reprogrammable guide RNA. The guide RNA affords little priming space for conventional PCR-based nucleic acid tests without foreknowledge of the spacer sequence. Further impeding detection of gene-editor exposure, these systems are derived from human microflora and pathogens ( Staphylococcus pyogenes , Streptococcus aureus , etc.) that contaminate human patient samples. The single guide RNA—formed from the CRISPR RNA (crRNA) and transactivating RNA (tracrRNA)—harbors a variable tetraloop sequence between the two RNA segments, complicating PCR assays. Identical single effector Cas proteins are used for gene-editing and naturally by bacteria. Antibodies raised against these Cas proteins are unable to distinguish CRISPR-Cas gene-editors from bacterial contaminant. To overcome the high potential for false positives, we have developed a DNA displacement assay to specifically detect gene-editors. We leveraged the single guide RNA structure as an engineered moiety for gene-editor exposure that does not cross-react with bacterial CRISPRs. Our assay has been validated for five common CRISPR systems and functions in complex sample matrices.
Plastic Analysis Capability for Engines (BOPACE3D) in nonlinear stress-analysis program based on very general family of isoparametric finite elements. Although development of BOPACE3D has been heavily influenced by requirements for engine analysis (in particular Space Shuttle main engine), it is general program applicable to many nonlinear structures.
A hydrogen-cooled structure for a fixed-geometry, airframe-integrated scramjet is described. The thermal/structural problems, concepts, design features, and technological advances are applicable to a broad range of engines. Convectively cooled airframe structural concepts that have evolved from an extensive series of investigations, the technology developments that have led to these concepts, and the benefits that accrue from their use are discussed.
Microbial conversion of aromatic compounds is an emerging and promising strategy for valorization of the plant biopolymer lignin. A critical and often rate-limiting reaction in aromatic catabolism is O -aryl-demethylation of the abundant aromatic methoxy groups in lignin to form diols, which enables subsequent oxidative aromatic ring-opening. Recently, a cytochrome P450 system, GcoAB, was discovered to demethylate guaiacol (2-methoxyphenol), which can be produced from coniferyl alcohol-derived lignin, to form catechol. However, native GcoAB has minimal ability to demethylate syringol (2,6-dimethoxyphenol), the analogous compound that can be produced from sinapyl alcohol-derived lignin. Despite the abundance of sinapyl alcohol-based lignin in plants, no pathway for syringol catabolism has been reported to date. Here we used structure-guided protein engineering to enable microbial syringol utilization with GcoAB. Specifically, a phenylalanine residue (GcoA-F169) interferes with the binding of syringol in the active site, and on mutation to smaller amino acids, efficient syringol O -demethylation is achieved. Crystallography indicates that syringol adopts a productive binding pose in the variant, which molecular dynamics simulations trace to the elimination of steric clash between the highly flexible side chain of GcoA-F169 and the additional methoxy group of syringol. Finally, we demonstrate in vivo syringol turnover in Pseudomonas putida KT2440 with the GcoA-F169A variant. Taken together, our findings highlight the significant potential and plasticity of cytochrome P450 aromatic O -demethylases in the biological conversion of lignin-derived aromatic compounds.
This is an overview presentation of research being performed in the Advanced Materials Task within the NASA Subsonic Rotary Wing Project. This research is focused on technology areas that address both national goals and project goals for advanced rotorcraft. Specific technology areas discussed are: (1) high temperature materials for advanced turbines in turboshaft engines; (2) polymer matrix composites for lightweight drive system components; (3) lightweight structure approaches for noise and vibration control; and (4) an advanced metal alloy for lighter weight bearings and more reliable mechanical components. An overview of the technology in each area is discussed, and recent accomplishments are presented.
Expandable habitable elements are an enabling technology for human exploration in space and on planetary surfaces. Large geometries can be deployed from a small launch volume, allowing greater mission capability while reducing mass and improving robustness over traditional rigid shells. This report describes research performed by ILC Dover under the Intelligent Flexible Materials for Space Structures program on the design and manufacture of softgoods for LaRC's Expandable Habitat Engineering Development Unit (EDU). The EDU is a full-scale structural test article of an expandable hybrid habitat, integrating an expandable softgoods center section with two rigid end caps. The design of the bladder, restraint layer and a mock-up Thermal Micrometeoroid Cover is detailed together with the design of the interface hardware used to attach them to the end caps. The integration and design of two windows and a floor are also covered. Analysis was performed to study the effects of the open weave design, and to determine the correct webbing and fabric configuration. Stress analyses were also carried out on the interfaces between the softgoods and the end caps and windows. Testing experimentally determined the strength of the fabric and straps, and component testing was used to proof several critical parts of the design. This program established new manufacturing and design techniques that can be applied to future applications in expandable structures.
The severe thermal environments under which hypersonic aircraft such as the National Aerospace Plane (NASP) will operate require cooling of the engine walls, especially in the combustor. A preliminary assessment is made of some candidate materials based on structural analyses for a number of convective cooling configurations. Three materials were studied: graphite/copper and tungsten/copper composite alloys with 50 percent fiber volume fractions and a wrought cobalt-base superalloy, Haynes 188. Anisotropic mechanical and thermal properties for the composites were obtained from a computer code, ICAN, which determines the composite material properties from the individual properties of the fiber and matrix materials. The structural analyses were performed by using the MARC nonlinear finite element code. Heat transfer analyses were conducted to calculate the metal temperature distributions.
NASA’s Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology was selected for a Technology Demonstration Mission under the Space Technology Mission Directorate in 2017. HIAD is an enabling technology that can facilitate atmospheric entry of heavy payloads to planets such as Earth and Mars using a deployable aeroshell. The deployable nature of the HIAD technology allows it to avoid the size constraints imposed on current rigid aeroshell entry systems. This enables use of larger aeroshells resulting in increased entry system performance (e.g. higher pay-load mass and/or volume, higher landing altitude at Mars). The Low Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) is currently scheduled for late-2021. LOFTID will be launched out of Vandenberg Air Force Base as a secondary payload on an Atlas V rocket. The flight test features a 6m diameter, 70-deg sphere-cone aeroshell and will provide invaluable high-energy orbital re-entry flight data. This data will be essential in supporting the HIAD team to mature the technology to diameters of 10m and greater. Aeroshells of this scale are applicable to potential near-term commercial applications and future NASA missions. Currently the LOFTID project has completed fabrication of the engineering design unit (EDU) inflatable structure (IS) and the flexible thermal protection system (F-TPS). These two components along with the rigid nose and center body comprise the HIAD aeroshell system. This EDU aeroshell is the precursor to the LOFTID aeroshell that will be used for flight. The EDU was built to verify the design given the subtle differences between the LOFTID aeroshell and past aeroshell designs that have been fabricated under the NASA HIAD project. To characterize the structural performance of the LOFTID aeroshell design, three structural tests will be performed. The first test to be conducted is static load testing, which will induce a uniform load across the forward surface of the aeroshell to simulate the expected pressure forces during atmospheric entry. The IS integrated with the rigid center body will first be tested alone to provide data for analytical model correlation, and then the F-TPS will be integrated for a second series of static load testing of the full aeroshell system. Instrumentation will be employed during the test series to measure component loads during testing, and a laser scanner will be used to generate a 3D map of the aeroshell surface to verify that the shape of the structure is acceptable at the simulated flight loads. After static load testing, pack and deployment testing will be conducted multiple times on the integrated system to demonstrate the aeroshell’s ability to fit within the required packed volume for the LOFTID mission without experiencing significant damage. Finally, the aeroshell will undergo modal testing to characterize its structural response. This presentation will discuss the setup and execution of each of the three tests that the EDU aeroshell will undergo. In addition, initial results of the testing will be presented outlining key findings as LOFTID moves for-ward with fabrication of the flight aeroshell.