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Results for “PROPELLANT MASS FRACTION”

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 NTRS1988

Weight savings in aerospace vehicles through propellant scavenging

Vehicle payload benefits of scavenging hydrogen and oxygen propellants are addressed. The approach used is to select a vehicle and a mission and then select a scavenging system for detailed weight analysis. The Shuttle 2 vehicle on a Space Station rendezvous mission was chosen for study. The propellant scavenging system scavenges liquid hydrogen and liquid oxygen from the launch propulsion tankage during orbital maneuvers and stores them in well insulated liquid accumulators for use in a cryogenic auxiliary propulsion system. The fraction of auxiliary propulsion propellant which may be scavenged for propulsive purposes is estimated to be 45.1 percent. The auxiliary propulsion subsystem dry mass, including the proposed scavenging system, an additional 20 percent for secondary structure, an additional 5 percent for electrical service, a 10 percent weight growth margin, and 15.4 percent propellant reserves and residuals is estimated to be 6331 kg. This study shows that the fraction of the on-orbit vehicle mass required by the auxiliary propulsion system of this Shuttle 2 vehicle using this technology is estimated to be 12.0 percent compared to 19.9 percent for a vehicle with an earth-storable bipropellant system. This results in a vehicle with the capability of delivering an additional 7820 kg to the Space Station.

Schneider, Steven J.↗
NASA NTRS2019

Specific Impulse of Electric Solid Propellant in an Electrothermal Ablation-Fed Pulsed Plasma Thruster

Electric solid propellants are advanced solid chemical rocket propellants that can be controlled (ignited, throttled, and extinguished) through the application and removal of an electric current. Recent work has focused on application of this propellant in an electrothermal ablation-fed pulsed plasma thruster. In this paper, impulse bit measurements in such devices fed by either the electric solid propellant or a traditional state-of-the-art propellant, polytetrafluoroethylene, are expanded upon. It is demonstrated that a surface layer in the hygroscopic electric solid propellant is rapidly ablated over the first few discharges of the device, which correspondingly decreases specific impulse relative to the traditional polytetrafluoroethylene propellant. Correcting these data by subtracting the early discharge ablation mass loss measurements yields a corrected electric solid propellant specific impulse of approximately 300 s. As the test duration increases to a large number of discharges, and the initial mass loss is a reduced fraction of the total, the effect of absorbed water in the propellant is decreased and the specific impulse without any corrections approaches the corrected 300 s value.

Glascock, Matthew S.↗
NASA NTRS1990

The effect of nitrogen on xenon ion engine erosion

Erosion studies were performed on a 30-cm diameter J-series ion engine modified for operation on xenon propellant. The erosion rates of molybdenum and tantalum badges placed at different locations within the discharge chamber were measured as a function of the percentage of nitrogen (by mass) added to the xenon propellant. Reductions in the erosion rates of these badges of a factor of 8 to 50 were observed at nitrogen addition fractions between 0.5 to 2.0 percent. Reductions in cathode-side baffle erosion were achieved by adding nitrogen to the xenon propellant or by increasing the cathode orifice diameter. Analyses show that no significant degradation in ion engine performance should be expected at these nitrogen mass fractions. XRD, XPS and Auger analyses indicate the existence of nitrogen and nitrides in the surface of some but not all of the badges used in the tests where nitrogen was added to the xenon. Difficulty in identifying surface nitrides in the samples may be due to the existence of surface oxides and contaminants, or to the small thicknesses of the nitride layers.

Garner, Charles E.↗
NASA NTRS1996

Augmentation of Rocket Propulsion: Physical Limits

Rocket propulsion is not ideal when the propellant is not ejected at a unique velocity in an inertial frame. An ideal velocity distribution requires that the exhaust velocity vary linearly with the velocity of the vehicle in an inertial frame. It also requires that the velocity distribution variance as a thermodynamic quantity be minimized. A rocket vehicle with an inert propellant is not optimal, because it does not take advantage of the propellant mass for energy storage. Nor is it logical to provide another energy storage device in order to realize variable exhaust velocity, because it would have to be partly unfilled at the beginning of the mission. Performance is enhanced by pushing on the surrounding because it increases the reaction mass and decreases the reaction jet velocity. This decreases the fraction of the energy taken away by the propellant and increases the share taken by the payload. For an optimal model with the propellant used as fuel, the augmentation realized by pushing on air is greatest for vehicles with a low initial/final mass ratio. For a typical vehicle in the Earth's atmosphere, the augmentation is seen mainly at altitudes below about 80 km. When drag is taken into account, there is a well-defined optimum size for the air intake. Pushing on air has the potential to increase the performance of rockets which pass through the atmosphere. This is apart from benefits derived from "air breathing", or using the oxygen in the atmosphere to reduce the mass of an on-board oxidizer. Because of the potential of these measures, it is vital to model these effects more carefully and explore technology that may realize their advantages.

Taylor, Charles R.↗
NASA NTRS1984

Simple performance model for ring and line cusp ion thrusters

A model is developed for high magnetic field strength cusped thrusters which results in a single equation describing the thruster performance. Such a simple result is made possible by formulating the model in terms of the average energy expended in producing ions in the discharge plasma and the fraction of these ions that are extracted into the beam. A key feature of the model is that it allows one to calculate the average plasma ion energy cost as a function of the propellant utilization knowing only thruster geometric design parameters and the propellant gas. The model is exercised to indicate the effects on performance resulting from changes in the extracted ion fraction, the quality of the containment of primary electrons, the propellant mass flow rate, the propellant gas and the transparency of the accelerator system to neutral atoms.

Brophy, J. R.↗
NASA NTRS1994

Development of CFD model for augmented core tripropellant rocket engine

The Space Shuttle era has made major advances in technology and vehicle design to the point that the concept of a single-stage-to-orbit (SSTO) vehicle appears more feasible. NASA presently is conducting studies into the feasibility of certain advanced concept rocket engines that could be utilized in a SSTO vehicle. One such concept is a tripropellant system which burns kerosene and hydrogen initially and at altitude switches to hydrogen. This system will attain a larger mass fraction because LOX-kerosene engines have a greater average propellant density and greater thrust-to-weight ratio. This report describes the investigation to model the tripropellant augmented core engine. The physical aspects of the engine, the CFD code employed, and results of the numerical model for a single modular thruster are discussed.

Jones, Kenneth M.↗
NASA NTRS1987

Numerical modeling of on-orbit propellant motion resulting from an impulsive acceleration

In-space docking and separation maneuvers of spacecraft that have large fluid mass fractions may cause undesirable spacecraft motion in response to the impulsive-acceleration-induced fluid motion. An example of this potential low gravity fluid management problem arose during the development of the shuttle/Centaur vehicle. Experimentally verified numerical modeling techniques were developed to establish the propellant dynamics, and subsequent vehicle motion, associated with the separation of the Centaur vehicle from the shuttle orbiter cargo bay. Although the shuttle/Centaur development activity was suspended, the numerical modeling techniques are available to predict on-orbit liquid motion resulting from impulsive accelerations for other missions and spacecraft.

Aydelott, John C.↗
NASA NTRS1986

Numerical modeling of on-orbit propellant motion resulting from an impulsive acceleration

In-space docking and separation maneuvers of spacecraft that have large fluid mass fractions may cause undersirable spacecraft motion in response to the impulsive-acceleration-induced fluid motion. An example of this potential low gravity fluid management problem arose during the development of the shuttle/Centaur vehicle. Experimentally verified numerical modeling techniques were developed to establish the propellant dynamics, and subsequent vehicle motion, associated with the separation of the Centaur vehicle from the shuttle orbiter cargo bay. Although the shuttle/Centaur development activity was suspended, the numerical modeling techniques are available to predict on-orbit liquid motion resulting from impulsive accelerations for other missions and spacecraft.

Aydelott, John C.↗
NASA NTRS1994

On-Orbit Propellant Motion Resulting from an Impulsive Acceleration

In-space docking and separation maneuvers of spacecraft that have large fluid mass fractions may cause undesirable spacecraft motion in response to the impulsive-acceleration-induced fluid motion. An example of this potential low-gravity fluid management problem arose during the development of the shuttle/Centaur vehicle. Experimentally verified numerical modeling techniques were developed to establish the propellant dynamics, and subsequent vehicle motion, associated with the separation of the Centaur vehicle from the shuttle cargo bay. Although the shuttle/Centaur development activity has been suspended, the numerical modeling techniques are available to predict on-orbit liquid motion resulting from impulsive accelerations for other missions and spacecraft.

Hochstein, John I.↗
NASA NTRS1988

Design of a ram accelerator mass launch system

The ram accelerator mass launch system has been proposed to greatly reduce the costs of placing acceleration-insensitive payloads into low earth orbit. The ram accelerator is a chemically propelled, impulsive mass launch system capable of efficiently accelerating relatively large masses from velocities of 0.7 km/sec to 10 km/sec. The principles of propulsion are based on those of a conventional supersonic air-breathing ramjet; however the device operates in a somewhat different manner. The payload carrying vehicle resembles the center-body of the ramjet and accelerates through a stationary tube which acts as the outer cowling. The tube is filled with premixed gaseous fuel and oxidizer mixtures that burn in the vicinity of the vehicle's base, producing a thrust which accelerates the vehicle through the tube. This study examines the requirement for placing a 2000 kg vehicle into a 500 km circular orbit with a minimum amount of on-board rocket propellant for orbital maneuvers. The goal is to achieve a 50 pct payload mass fraction. The proposed design requirements have several self-imposed constraints that define the vehicle and tube configurations. Structural considerations on the vehicle and tube wall dictate an upper acceleration limit of 1000 g's and a tube inside diameter of 1.0 m. In-tube propulsive requirements and vehicle structural constraints result in a vehicle diameter of 0.76 m, a total length of 7.5 m and a nose-cone half angle of 7 degrees. An ablating nose-cone constructed from carbon-carbon composite serves as the thermal protection mechanism for atmospheric transit.

Aarnio, Michael↗
NASA NTRS2008

Numerical Investigation of LO2 and LCH4 Storage Tanks on the Lunar Surface

Currently NASA is developing technologies to enable human exploration of the lunar surface for duration of up to 210 days. While trade studies are still underway, a cryogenic ascent stage using liquid oxygen (LO2) and liquid methane (LCH4) is being considered for the Altair lunar lander. For a representative Altair cryogenic ascent stage, we present a detailed storage analysis of the LO2 and LCH4 propellant tanks on the lunar surface for durations of up to 210 days. Both the LO2 and LCH4 propellant tanks are assumed to be pressurized with gaseous helium at launch. A two-phase lumped-vapor computational fluid dynamics model has been developed to account for the presence of a noncondensable gas in the ullage. The CFD model is used to simulate the initial pressure response of the propellant tanks while they are subjected to representative heat leak rates on the lunar surface. Once a near stationary state is achieved within the liquid phase, multizone model is used to extrapolate the solution farther in time. For fixed propellant mass and tank size, the long-term pressure response for different helium mass fractions in both the LO2 and LCH4 tanks is examined.

Moder, Jeff↗
NASA NTRS2017

Two-Pendulum Model of Propellant Slosh in Europa Clipper PMD Tank

The objective of this fluids analysis is to model propellant slosh for the Europa Clipper mission using a two-pendulum model, such that controls engineers can predict slosh behavior during the mission. Propellant slosh causes shifts in center of mass and exerts forces and torques on the spacecraft which, if not adequately controlled, can lead to mission failure. The two-pendulum model provides a computationally simple model that can be used to predict slosh for the Europa Clipper tank geometry. The Europa Clipper tank is cylindrical with a domed top and bottom and includes a propellant management device (PMD). Due to the lack of experimental data in low gravity environments, computational fluid dynamics (CFD) simulation results were used as 'real' slosh behavior for two propellants at three fill fractions. Key pendulum parameters were derived that allow the pendulum model's center of mass, forces, and moments to closely match the CFD data. The parameter trends were examined as a function of tank fill fraction and compared with solutions to analytic equations that describe the frequency of slosh in tanks with simple geometries. The trends were monotonic as expected, and parameters resembled analytical predictions; any differences could be explained by the specific differences in the geometry of the tank. This paper summarizes the new method developed at Goddard Space Flight Center (GSFC) for deriving pendulum parameters for two-pendulum equivalent sloshing models. It presents the results of this method and discusses the validity of the results. This analysis is at a completed stage and will be applied in the immediate future to the evolving tank geometry as Europa Clipper moves past its preliminary design review (PDR) phase.

Propellant Slosh↗
NASA NTRS1991

In situ propellant production: Alternatives for Mars exploration

Current planning for the Space Exploration Initiative (SEI) recognizes the need for extraterrestrial resources to sustain long-term human presence and to attain some degree of self-sufficiency. As a practical matter, reducing the need to carry large supplies of propellant from Earth will make space exploration more economical. For nearly every round trip planned with conventional propulsion, the actual payload is only a small fraction - perhaps 10-15 percent - of the mass launched from Earth. The objective of this study was to analyze the potential application for SEI missions of propellants made exclusively from lunar or martian resources. Using such propellants could minimize or eliminate the cost of carrying propellant for surface excursion vehicles and return transfers through two high-energy maneuvers: Earth launch and trans-Mars injection. Certain chemical mono- and bipropellants are candidates for this approach; they could be recovered entirely from in situ resources on the Moon and Mars, without requiring a continuing Earth-based resupply of propellant constituents (e.g., fuel to mix with a locally obtained oxidizer) and, perhaps, with minimal need to resupply consumables (e.g., reagents or catalyst for process reactions). A complete assessment of the performance potential of these propellants must include the requirements for installation, operations, maintenance, and resupply of the chemical processing facility.

Stancati, Michael L.↗
NASA NTRS2010

Compact Rare Earth Emitter Hollow Cathode

A compact, high-current, hollow cathode utilizing a lanthanum hexaboride (LaB6) thermionic electron emitter has been developed for use with high-power Hall thrusters and ion thrusters. LaB6 cathodes are being investigated due to their long life, high current capabilities, and less stringent xenon purity and handling requirements compared to conventional barium oxide (BaO) dispenser cathodes. The new cathode features a much smaller diameter than previously developed versions that permit it to be mounted on axis of a Hall thruster ( internally mounted ), as opposed to the conventional side-mount position external to the outer magnetic circuit ("externally mounted"). The cathode has also been reconfigured to be capable of surviving vibrational loads during launch and is designed to solve the significant heater and materials compatibility problems associated with the use of this emitter material. This has been accomplished in a compact design with the capability of high-emission current (10 to 60 A). The compact, high-current design has a keeper diameter that allows the cathode to be mounted on the centerline of a 6- kW Hall thruster, inside the iron core of the inner electromagnetic coil. Although designed for electric propulsion thrusters in spacecraft station- keeping, orbit transfer, and interplanetary applications, the LaB6 cathodes are applicable to the plasma processing industry in applications such as optical coatings and semiconductor processing where reactive gases are used. Where current electrical propulsion thrusters with BaO emitters have limited life and need extremely clean propellant feed systems at a significant cost, these LaB6 cathodes can run on the crudest-grade xenon propellant available without impact. Moreover, in a laboratory environment, LaB6 cathodes reduce testing costs because they do not require extended conditioning periods under hard vacuum. Alternative rare earth emitters, such as cerium hexaboride (CeB6) can be used in this configuration with possibly an even longer emitter life. This cathode is specifically designed to integrate on the centerline of a high-power Hall thruster, thus eliminating the asymmetries in the plasma discharge common to cathodes previously mounted externally to the thruster s magnetic circuit. An alternative configuration for the cathode uses an external propellant feed. This diverts a fraction of the total cathode flow to an external feed, which can improve the cathode coupling efficiency at lower total mass flow rates. This can improve the overall thruster efficiency, thereby decreasing the required propellant loads for different missions. Depending on the particular mission, reductions in propellant loads can lead to mission enabling capabilities by allowing launch vehicle step-down, greater payload capability, or by extending the life of a spacecraft.

Watkins, Ronald↗
NASA NTRSDate not supplied

How the Allocation of Lander Functions Impacts Human Lunar Exploration Architecture Propellant Demands

As NASA looks to the moon as a proving ground for the technologies required to conduct the first human exploration campaign of Mars, this study assesses the potential propellant demands that a sustained human lunar presence would require. In particular, this study evaluates how the allocation and distribution of vehicle functions to a different number of vehicles can impact the propellant required to conduct a human lunar exploration mission. Four different transportation architectures for human lunar exploration and three different refueling assumptions were defined. The impact on the propellant required for a mission was assessed for all architectures and refueling assumptions for ranges of crew payload mass, vehicle inert mass fraction, and a sensitivity to the mission maneuver velocity magnitudes. The results of this analysis show that aggregating vehicle functions to a single-stage lander vehicle can have a positive impact on the architecture's level of vehicle reusability and that an increase in the number of refueling opportunities reduces the mass of the vehicles and of the propellant required per mission.

Matteo A. Clark↗
NASA NTRS1974

Anode power in a quasi-steady MPD thruster

Local anode heat flux in a quasi-steady MPD thruster is measured by thermocouples attached to the inside surface of a shell anode. Over a range of arc currents J from 5.5 to 44 kiloamperes and argon propellant mass flows m from 1 to 48 g/sec, with the ratio J2/m held constant, the fraction of arc power deposited in the anode is found to decrease with increasing arc power. Specifically, this anode power fraction decreases from 50% at 200 kW arc power, to 10% at 20 MW. In an effort to account for this functional behavior, the current density, plasma potential, and electron temperature in the plasma adjacent to the anode are measured with probes, and the results are used in a theoretical anode heat flux model. The model asserts that energy exchange between electrons and heavy particles in the plasma near the anode occur over distances greater than the anode sheath thickness.

Saber, A. J.↗
NASA NTRS1992

Effect of inert propellant injection on Mars ascent vehicle performance

A Mars ascent vehicle is limited in performance by the propellant which can be brought from Earth. In some cases the vehicle performance can be improved by injecting inert gas into the engine, if the inert gas is available as an in-situ resource and does not have to be brought from Earth. Carbon dioxide, nitrogen, and argon are constituents of the Martian atmosphere which could be separated by compressing the atmosphere, without any chemical processing step. The effect of inert gas injection on rocket engine performance was analyzed with a numerical combustion code that calculated chemical equilibrium for engines of varying combustion chamber pressure, expansion ratio, oxidizer/fuel ratio, and inert injection fraction. Results of this analysis were applied to several candidate missions to determine how the required mass of return propellant needed in low Earth orbit could be decreased using inert propellant injection.

Colvin, James E.↗
NASA NTRS1992

Effect of inert propellant injection on Mars ascent vehicle performance

A Mars ascent vehicle is limited in performance by the amount of propellant which can be brought from earth. In some cases the vehicle performance can be improved by injecting inert gas into the engine, if the inert gas is available as an in situ resource. CO2, N2 and Ar are constituents of the Martian atmosphere which are available at every point on the Martian surface and could be produced by a very simple processing technique, consisting essentially of compressing the atmosphere. The effect of inert gas injection on rocket engine performance was analyzed with a numerical code calculating chemical equilibrium in the engine, for engines of varying combustion chamber pressure, expansion ratio, oxidizer/fuel ratio, and inert injection fraction. Results of this analysis were applied to several candidate missions to determine how the required mass of return propellant needed in LEO could be decreased using inert propellant injection.

Colvin, James E.↗