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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1989

The deceleration of infalling plasma in magnetized neutron star atmospheres - Nonisothermal atmospheres

This paper examines the deceleration of accreting material in the strongly magnetized plasma atmosphere of an X-ray pulsar, for accretion rates less than 0.1 times the Eddington flux. The previous work on accretion, flow deceleration is extended to nonisothermal atmospheres. A rough model of radiative processes in neutron star atmospheres bombarded by accreting material is used to calculate the atmosphere's temperature and density profiles. The atmospheric structure and the accretion flow stopping depth are computed iteratively. For cases where the infall velocity is close to the free-fall velocity, a simple prescription for an equivalent single temperature, T(iso), is given. It is found that the plasma deceleration is close to stopping in a homogeneous, isothermal atmosphere at T(iso). Exceptions to this result occur for small infall velocities.

Miller, Guy↗
NASA NTRS1991

Stereoscopic camera and viewing systems with undistorted depth presentation and reduced or eliminated erroneous acceleration and deceleration perceptions, or with perceptions produced or enhanced for special effects

Methods for providing stereoscopic image presentation and stereoscopic configurations using stereoscopic viewing systems having converged or parallel cameras may be set up to reduce or eliminate erroneously perceived accelerations and decelerations by proper selection of parameters, such as an image magnification factor, q, and intercamera distance, 2w. For converged cameras, q is selected to be equal to Ve - qwl = 0, where V is the camera distance, e is half the interocular distance of an observer, w is half the intercamera distance, and l is the actual distance from the first nodal point of each camera to the convergence point, and for parallel cameras, q is selected to be equal to e/w. While converged cameras cannot be set up to provide fully undistorted three-dimensional views, they can be set up to provide a linear relationship between real and apparent depth and thus minimize erroneously perceived accelerations and decelerations for three sagittal planes, x = -w, x = 0, and x = +w which are indicated to the observer. Parallel cameras can be set up to provide fully undistorted three-dimensional views by controlling the location of the observer and by magnification and shifting of left and right images. In addition, the teachings of this disclosure can be used to provide methods of stereoscopic image presentation and stereoscopic camera configurations to produce a nonlinear relation between perceived and real depth, and erroneously produce or enhance perceived accelerations and decelerations in order to provide special effects for entertainment, training, or educational purposes.

Diner, Daniel B.↗
NASA NTRS1994

An assessment of the contamination acquired by IDPs during atmospheric deceleration

The E-layer of the terrestrial mesosphere, between 80 and 110 km altitude, is derived from meteoric ablation. Concentrations of Na and Fe, contributed by meteoric vapor, have been monitored in the mesosphere, and both individual meteors and average concentration profiles have been measured. Individual interplanetary dust particles (IDP's) entering the earth's atmosphere must pass through the mesospheric layers rich in meteoric volatile elements. Limits on the extent to which individual IDP's can be contaminated by meteoric volatile elements during deceleration in the upper atmosphere can be established by considering the extreme cases: the direct passage of an IDP through a meteoric vapor trail or the passage of an IDP through the mesospheric layer rich in meteoric volatiles. It appears the interaction of IDP's with meteoric vapor during deceleration in the upper atmosphere does not produce significant contamination of IDP's as they decelerate in the upper atmosphere.

Flynn, George J.↗
NASA NTRS1992

Physiological constraints on deceleration during the aerocapture of manned vehicles

The peak deceleration load allowed for aerobraking of manned vehicles is a critical parameter in planning future excursions to Mars. However, considerable variation exists in the limits used by various investigators. The goal of this study was to determine the most appropriate level for this limit. Methods: Since previous U.S. space flights have been limited to 84 days duration, Soviet flight results were examined. Published details of Soviet entry trajectories were not available. However, personal communication with Soviet cosmonauts suggested that peak entry loads of 5-6 G had been encountered upon return from 8 months in orbit. Soyuz entry capsule's characteristics were established and the capsule's entry trajectory was numerically calculated. The results confirm a peak load of 5 to 6 G. Results: Although the Soviet flights were of shorter duration than expected Mars missions, evidence exists that the deceleration experience is applicable. G tolerance has been shown to stabilize after 1 to 3 months in space if adequate countermeasures are used. The calculated Soyuz deceleration histories are graphically compared with those expected for Mars aerobraking. Conclusions: Previous spaceflight experience supports the use of a 5 G limit for the aerocapture of a manned vehicle at Mars.

Lyne, J. E.↗
NASA NTRS2004

Decelerating Flows in the TeV Blazars

TeV emission from a class of BL Lacertae (BL) objects is commonly modeled as radiation from relativistically moving homogeneous plasma blobs. In the context of these models, the blob Lorentz factors needed to reproduce the (corrected for absorption by the IR background) TeV emission are large ($\delta \gtrsim 50$) are required to reproduce via Synchrotron-Self Compton (SSC) the observed TeV emission. The main reason for this is that stronger beaming eases the problem of the lack of $\sim$ IR-UV synchrotron seed photons needed to produce the de-absorbed $\sim$ few TeV peak of the spectral energy distribution (SED). However, such high Doppler factors are in strong disagreement with the unified scheme, according to which BLs are FR I radio galaxies with their jets closely aligned to the line of sight. Here, motivated by the detection of sub-luminal velocities in the sub-pc scale jets of the best studied TeV blazars, MKN 421 and MKN 501. we examine the possibility that the relativistic flow in the TeV BLs is longitudinally decelerating. In this case, the problem of the missing seed photons is solved due to Upstream Compton (UC) scattering, a process in which the upstream energetic electrons from the fast base of the flow 'see' the synchrotron seed photons produced in the slow part of the flow relativistically beamed. Modest Lorentz factors ($\Gamma kim 15s). decelerating down to values compatible with the recent radio interferometric observations, reproduce the $\sim$ few TeV peak energy of these sources. Furthermore, such decelerating flows are shown to be in agreement with the BL - FR I unification.

Kazanas, Demosthenes↗
NASA NTRS2005

Decelerating Flows in TeV Blazars: A Resolution to the BL Lac -- FR I Unification Problem

TeV emission from BL Lacertae (BL) objects i s commonly modeled as Synchrotron-Self Compton (SSC) radiation from relativistically moving homogeneous plasma blobs. In the context of these models, the blob Lorentz factors needed to reproduce the corrected for absorption by the diffuse IR background (DIRB) TeV emission are large ($\delta \gtrsim 50$). The main reason for this is that stronger beaming eases the problem of the lack of $\sim$ IR-UV synchrotron seed photons needed to produce the de-absorbed $\sim $ few TeV peak of the spectral energy distribution (SED). However, such high Doppler factors are in strong disagreement with the unified scheme, according to which BLs are FR I radio galaxies with their jets closely aligned to the line of sight. Here, motivated by the detection of sub-luminal velocities in the sub-pc scale jets of the best studied TeV blazars, MKN 421 and MKN 501, we examine the possibility that the relativistic flows in the TeV BLs decelerate. In this case, the problem of the missing seed photons is solved because of Upstream Compton (UC) scattering, a process in which the upstream energetic electrons from the fast base of the flow 'see' the synchrotron seed photons produced in the slow part of the flow relativistically beamed. Modest Lorentz factors ($\Gamma \sim 15$), decelerating down to values compatible with the recent radio interferometric observations, reproduce the $\sim $ few TeV peak energy of these sources. Furthermore, such decelerating flows are shown to be in agreement with the BL - FR I unification, naturally reproducing the observed BL/FR I broadband luminosity ratios.

Kazanas, Demosthenes↗
NASA NTRS2006

Deceleration-Limiting Roadway Barrier

Roadway barrier system and method are disclosed for decelerating a moving vehicle in a controlled manner and for retaining the decelerated vehicle. A net or mesh of the roadway barrier system receives and captures the moving vehicle. The net or mesh is secured to anchors by energy absorbing straps. The energy absorbing straps deploy under a tensional load to decelerate the moving vehicle, the straps providing a controlled resistance to the tensional load over a predefined displacement or stroke to bring the moving vehicle to rest. Additional features include a sacrificial panel or sheet in front of the net that holds up the net or mesh while deflecting vehicles that collide only tangentially with the roadway barrier system.

Schneider, William C.↗
NASA NTRS2006

Oscillation Amplitude Growth for a Decelerating Object with Constant Pitch Damping

The equations governing the deceleration and oscillation of a blunt body moving along a planar trajectory are re-expressed in the form of the Euler-Cauchy equation. An analytic solution of this equation describes the oscillation amplitude growth and frequency dilation with time for a statically stable decelerating body with constant pitch damping. The oscillation histories for several constant pitch damping values, predicted by the solution of the Euler-Cauchy equation are compared to POST six degree-of-freedom (6-DoF) trajectory simulations. The simulations use simplified aerodynamic coefficients matching the Euler-Cauchy approximations. Agreement between the model predictions and simulation results are excellent. Euler-Cauchy curves are also fit through nonlinear 6-DoF simulations and ballistic range data to identify static stability and pitch damping coefficients. The model os shown to closely fit through the data points and capture the behavior of the blunt body observed in simulation and experiment. The extracted coefficients are in reasonable agreement with higher fidelity, nonlinear parameter identification results. Finally, a nondimensional version of the Euler-Cauchy equation is presented and shown to be a simple and effective tool for designing dynamically scaled experiments for decelerating blunt capsule flight.

Schoenenberger, Mark↗
NASA NTRS1962

Aerodynamic Heating and Deceleration During Entry into Planetary Atmospheres

Dr. Chapman's lecture examines the physics behind spacecraft entry into planetary atmospheres. He explains how scientists determine if a planet has an atmosphere and how scientists can compute deceleration when the atmospheric conditions are unknown. Symbols and equations used for calculations for aerodynamic heating and deceleration are provided. He also explains heat transfer in bodies approaching an atmosphere, deceleration, and the use of ablation in protecting spacecraft from high temperatures during atmospheric entry.

Chapman, Dean R.↗
NASA NTRS1968

Performance of a Towed, 48-Inch-Diameter (121.92) Ballute Decelerator Tested in Free-Flight Mach Numbers from 4.2 to 0.4

A ballute decelerator inflated by ram air was tested in free flight to determine the inflation, drag, and stability characteristics. The decelerator had a 40-inch (101.6-cm) envelope equatorial diameter and a 10-percent burble fence. It was towed 13.5 feet (4.12 m) aft of a cone-cylinder-flare payload with a maximum diameter of 18.21 inches (46.25 cm). The decelerator was deployed at an altitude of 115,000 feet (35.1 km) at a velocity of 4400 ft/sec (1342 m/sec) and inflated at a Mach number of 4.2 and a freestream dynamic pressure of 163 lb/ft(exp 2) (7.8 kN/m(exp 2)).

TESTS↗
NASA NTRS2010

Simultaneous, Unsteady PIV and Photogrammetry Measurements of a Tension-Cone Decelerator in Subsonic Flow

This paper describes simultaneous, synchronized, high-frequency measurements of both unsteady flow in the wake of a tension-cone decelerator in subsonic flow (by PIV) and the unsteady shape of the decelerator (by photogrammetry). The purpose of these measurements was to develop the test techniques necessary to validate numerical methods for computing fluid-structure interactions of flexible decelerators. A critical need for this effort is to map fabric surfaces that have buckled or wrinkled so that code developers can accurately represent them. This paper describes a new photogrammetric technique that performs this measurement. The work was done in support of the Entry, Descent, and Landing discipline within the Supersonics Project of NASA s Fundamental Aeronautics Program.

Schairer, Edward T.↗
NASA NTRS2011

Advanced High-Temperature Flexible TPS for Inflatable Aerodynamic Decelerators

Typical entry vehicle aeroshells are limited in size by the launch vehicle shroud. Inflatable aerodynamic decelerators allow larger aeroshell diameters for entry vehicles because they are not constrained to the launch vehicle shroud diameter. During launch, the hypersonic inflatable aerodynamic decelerator (HIAD) is packed in a stowed configuration. Prior to atmospheric entry, the HIAD is deployed to produce a drag device many times larger than the launch shroud diameter. The large surface area of the inflatable aeroshell provides deceleration of high-mass entry vehicles at relatively low ballistic coefficients. Even for these low ballistic coefficients there is still appreciable heating, requiring the HIAD to employ a thermal protection system (TPS). This TPS must be capable of surviving the heat pulse, and the rigors of fabrication handling, high density packing, deployment, and aerodynamic loading. This paper provides a comprehensive overview of flexible TPS tests and results, conducted over the last three years. This paper also includes an overview of each test facility, the general approach for testing flexible TPS, the thermal analysis methodology and results, and a comparison with 8-foot High Temperature Tunnel, Laser-Hardened Materials Evaluation Laboratory, and Panel Test Facility test data. Results are presented for a baseline TPS layup that can withstand a 20 W/cm2 heat flux, silicon carbide (SiC) based TPS layup, and polyimide insulator TPS layup. Recent work has focused on developing material layups expected to survive heat flux loads up to 50 W/cm2 (which is adequate for many potential applications), future work will consider concepts capable of withstanding more than 100 W/cm2 incident radiant heat flux. This paper provides an overview of the experimental setup, material layup configurations, facility conditions, and planned future flexible TPS activities.

DelCorso, Joseph A.↗
NASA NTRS2014

Preliminary Structural Sensitivity Study of Hypersonic Inflatable Aerodynamic Decelerator Using Probabilistic Methods

Acceptance of new spacecraft structural architectures and concepts requires validated design methods to minimize the expense involved with technology validation via flighttesting. This paper explores the implementation of probabilistic methods in the sensitivity analysis of the structural response of a Hypersonic Inflatable Aerodynamic Decelerator (HIAD). HIAD architectures are attractive for spacecraft deceleration because they are lightweight, store compactly, and utilize the atmosphere to decelerate a spacecraft during re-entry. However, designers are hesitant to include these inflatable approaches for large payloads or spacecraft because of the lack of flight validation. In the example presented here, the structural parameters of an existing HIAD model have been varied to illustrate the design approach utilizing uncertainty-based methods. Surrogate models have been used to reduce computational expense several orders of magnitude. The suitability of the design is based on assessing variation in the resulting cone angle. The acceptable cone angle variation would rely on the aerodynamic requirements.

Lyle, Karen H.↗
NASA NTRS2013

High Altitude Supersonic Decelerator Test Vehicle

The Low Density Supersonic Decelerator (LDSD) project is tasked by NASA's Office of the Chief Technologist (OCT) to advance the state of the art in Mars entry and descent technology in order to allow for larger payloads to be delivered to Mars at higher altitudes with better accuracy. The project will develop a 33.5 m Do Supersonic Ringsail (SSRS) parachute, 6m attached torus, robotic class Supersonic Inflatable Aerodynamic Decelerator (SIAD-R), and an 8 m attached isotensoid, exploration class Supersonic Inflatable Aerodynamic Decelerator (SIAD-E). The SSRS and SIAD-R should be brought to TRL-6, while the SIAD-E should be brought to TRL-5. As part of the qualification and development program, LDSD must perform a Mach-scaled Supersonic Flight Dynamics Test (SFDT) in order to demonstrate successful free flight dynamic deployments at Mars equivalent altitude, of all three technologies. In order to perform these tests, LDSD must design and build a test vehicle to deliver all technologies to approximately 180,000 ft and Mach 4, deploy a SIAD, free fly to approximately Mach 2, deploy the SSRS, record high-speed and high-resolution imagery of both deployments, as well as record data from an instrumentation suite capable of characterizing the technology induced vehicle dynamics. The vehicle must also be recoverable after splashdown into the ocean under a nominal flight, while guaranteeing forensic data protection in an off nominal catastrophic failure of a test article that could result in a terminal velocity, tumbling water impact.

Cook, Brant T.↗
NASA NTRS2015

Comparison of Analysis with Test for Static Loading of Two Hypersonic Inflatable Aerodynamic Decelerator Concepts

Acceptance of new spacecraft structural architectures and concepts requires validated design methods to minimize the expense involved with technology demonstration via flight-testing. Hypersonic Inflatable Aerodynamic Decelerator (HIAD) architectures are attractive for spacecraft deceleration because they are lightweight, store compactly, and utilize the atmosphere to decelerate a spacecraft during entry. However, designers are hesitant to include these inflatable approaches for large payloads or spacecraft because of the lack of flight validation. This publication summarizes results comparing analytical results with test data for two concepts subjected to representative entry, static loading. The level of agreement and ability to predict the load distribution is considered sufficient to enable analytical predictions to be used in the design process.

Lyle, Karen H.↗
NASA NTRS2016

Aerodynamic Models for the Low Density Supersonic Decelerator (LDSD) Test Vehicles

An overview of aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign test vehicle is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a helium balloon, then accelerating the TV to Mach 4 and 53 km altitude with a solid rocket motor. Test flights conducted in June of 2014 (SFDT-1) and 2015 (SFDT-2) each successfully delivered a 6 meter diameter decelerator (SIAD-R) to test conditions and several seconds of flight, and were successful in demonstrating the SFDT flight system concept and SIAD-R technology. Aerodynamic models and uncertainties developed for the SFDT campaign are presented, including the methods used to generate them and their implementation within an aerodynamic database (ADB) routine for flight simulations. Pre- and post-flight aerodynamic models are compared against reconstructed flight data and model changes based upon knowledge gained from the flights are discussed. The pre-flight powered phase model is shown to have a significant contribution to off-nominal SFDT trajectory lofting, while coast and SIAD phase models behaved much as predicted.

Van Norman, John W.↗
NASA NTRS2015

Summary of the First High-Altitude, Supersonic Flight Dynamics Test for the Low-Density Supersonic Decelerator Project

NASA's Low-Density Supersonic Decelerator Project is developing and testing the next generation of supersonic aerodynamic decelerators for planetary entry. A key element of that development is the testing of full-scale articles in conditions relevant to their intended use, primarily the tenuous Mars atmosphere. To achieve this testing, the LDSD project developed a test architecture similar to that used by the Viking Project in the early 1970's for the qualification of their supersonic parachute. A large, helium filled scientific balloon is used to hoist a 4.7 m blunt body test vehicle to an altitude of approximately 32 kilometers. The test vehicle is released from the balloon, spun up for gyroscopic stability, and accelerated to over four times the speed of sound and an altitude of 50 kilometers using a large solid rocket motor. Once at those conditions, the vehicle is despun and the test period begins. The first flight of this architecture occurred on June 28th of 2014. Though primarily a shake out flight of the new test system, the flight was also able to achieve an early test of two of the LDSD technologies, a large 6 m diameter Supersonic Inflatable Aerodynamic Decelerator (SIAD) and a large, 30.5 m nominal diameter supersonic parachute. This paper summarizes this first flight.

Clark, Ian G.↗
NASA NTRS2018

Enveloping Aerodynamic Decelerator

An inflatable aerodynamic deceleration method and system is provided for use with an atmospheric entry payload. The inflatable aerodynamic decelerator includes an inflatable envelope and an inflatant, wherein the inflatant is configured to fill the inflatable envelope to an inflated state such that the inflatable envelope surrounds the atmospheric entry payload, causing aerodynamic forces to decelerate the atmospheric entry payload.

Nock, Kerry T.↗