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At least 55 records · Page 3

Buckling tests of a 10 foot diameter stiffened cylinder with rectangular cutouts

A 10-foot diameter aluminum cylinder with rectangular cutouts in its ring and stringer stiffened wall was loaded to failure by an end bending moment. A 24x27 inch cutout, centered on the compression side of the shell, was first cut into the cylinder. After testing, the cutout area was enlarged to a 36/36 inch square cutout that removed the material damaged by buckling during the first test. After the second buckling test, the cutout area was patched with an equivalent stiffness plate bolted over the cutout hole. The cylinder was rotated 120 deg. and a 18x18 inch square hole cut into the center of the new compression side of the shell. Test specimen details, test procedures, and test results are presented.

Davis, Randall C.↗

Method for compression testing of composite materials at high strain rates

A method is presented for testing composite materials in compression at strain rates up to approximately 500 per s. The method uses a thin ring specimen (4 in. in diameter, 1 in. wide, six-eight plies thick) loaded dynamically by an external pressure pulse applied explosively through a liquid. Strains in the specimen and in a steel calibration ring are recoorded with a digital processing oscilloscope. Results are plotted by an x-y plotter in the form of a dynamic stress-strain curve. Data analysis is based on a numerical solution of the equation of motion. A computer program is used which involves smoothing and approximation of the strain magnitude, strain rate, and strain acceleration. Dynamic stress-strain curves obtained for 0-deg and 90-deg specimens of two graphite/epoxy composites are presented.

Daniel, I. M.↗

Explore the Potential to Formulate Feedstock Blends from Diverse Biomass inputs for Improved Processing Performance at Lower Costs

This work aims to understand the pelleting characteristics of 2-inch top-pine residue blended with switchgrass at high moisture content. The process variables tested are blend moisture content, length-to-diameter (L/D) ratio in the pellet die, and the blend ratio. A flat-die pellet mill was also used in this study. The pine and switchgrass blend ratios that were tested include (1) 25% 2-inch top pine residue with 75% switchgrass; (2) 50% 2-inch top pine residue with 50% switchgrass; and (3) 75% 2-inch top pine residue with 25% switchgrass. The pelleting process conditions tested included the L/D ratio in the pellet die (i.e., 1.5 to 2.6) and the blend moisture content (20 to 30%, w.b.). Analysis of experimental data indicated that blending 25% switchgrass with 75% 2-inch top pine residue and 50% switchgrass with 50% 2-inch top pine residue resulted in pellets with a bulk density of >550 kg/m3 and durability of >95. Optimization of the response surface models developed for process conditions in terms of product properties indicated that a higher L/D ratio of 2.6 and a lower blend-moisture content of 20% (w.b.) maximized bulk density and durability. Higher pine in the blends improved the pellet durability and reduced energy consumption. Tests were also conducted on blends of pine and switchgrass using a pilot scale pellet mill by varying the blend moisture content and compression ratio of the pellet die. Pelleting tests on pure pine and switchgrass and their blends in a pilot scale ring die pellet mill with a throughput of 1 ton/h has indicated pellets with durability >500 kg/m3 and durability in the range of >90 and >95 %. The demonstration of high moisture pelleting of blends of 2- and 6-inch top pine residues and switchgrass blends indicated that good quality pellets with durability >90 % and bulk density of >500 kg/m3 can be produced.

09 BIOMASS FUELS↗

Testing of molded high temperature plastic actuator road seals for use in advanced aircraft hydraulic systems

Molded high temperature plastic first and second stage rod seal elements were evaluated in seal assemblies to determine performance characteristics. These characteristics were compared with the performance of machined seal elements. The 6.35 cm second stage Chevron seal assembly was tested using molded Chevrons fabricated from five molding materials. Impulse screening tests conducted over a range of 311 K to 478 K revealed thermal setting deficiencies in the aromatic polyimide molding materials. Seal elements fabricated from aromatic copolyester materials structurally failed during impulse cycle calibration. Endurance testing of 3.85 million cycles at 450 K using MIL-H-83283 fluid showed poorer seal performance with the unfilled aromatic polyimide material than had been attained with seals machined from Vespel SP-21 material. The 6.35 cm first stage step-cut compression loaded seal ring fabricated from copolyester injection molding material failed structurally during impulse cycle calibration. Molding of complex shape rod seals was shown to be a potentially controllable technique, but additional molding material property testing is recommended.

Waterman, A. W.↗

An Overview of Advanced Elastomeric Seal Development and Testing Capabilities at NASA Glenn Research Center

NASA is developing advanced space-rated elastomeric seals to support future space exploration missions to low Earth orbit, the Moon, near Earth asteroids, and other destinations. This includes seals for a new docking system and vehicle hatches. These seals must exhibit extremely low leak rates to ensure that astronauts have sufficient breathable air for extended missions. Seal compression loads must be below prescribed limits so as not to overload the mechanisms that compress them, and seal adhesion forces must be low to allow the sealed interface to be separated when required (e.g., during undocking or hatch opening). NASA Glenn Research Center has developed a number of unique test fixtures to measure the leak rates and compression and adhesion loads of candidate seal designs under simulated thermal, vacuum, and engagement conditions. Tests can be performed on fullscale seals with diameters on the order of 50 in., subscale seals that are about 12 in. in diameter, and smaller specimens such as O-rings. Test conditions include temperatures ranging from -238 to 662degF (-150 to 350degC), operational pressure gradients, and seal-on-seal or seal-on-flange mating configurations. Nominal and off-nominal conditions (e.g., incomplete seal compression) can also be simulated. This paper describes the main design features and capabilities of each type of test apparatus and provides an overview of advanced seal development activities at NASA Glenn.

Leakage↗

Buckling test of a 3-meter-diameter corrugated graphite-epoxy ring-stiffened cylinder

A three m diameter by three m long corrugated cylindrical shell with external stiffening rings was tested to failure by buckling. The corrugation geometry for the graphite epoxy composite cylinder wall was optimized to withstand a compressive load producing an ultimate load intensity of 157.6 kN/m without buckling. The test method used to produce the design load intensity was to mount the specimen as a cantilevered cylinder and apply a pure bending moment to the end. A load introduction problem with the specimen was solved by using the BOSOR 4 shell of revolution computer code to analyze the shell and attached loading fixtures. The cylinder test loading achieved was 101 percent of design ultimate, and the resulting mass per unit of shell wall area was 1.96 kg/sq m.

Davis, R. C.↗

An Overview of Advanced Elastomeric Seal Development and Testing Capabilities at NASA Glenn Research Center

NASA is developing advanced space-rated elastomeric seals to support future space exploration missions to low Earth orbit, the Moon, near Earth asteroids, and other destinations. This includes seals for a new docking system and vehicle hatches. These seals must exhibit extremely low leak rates to ensure that astronauts have sufficient breathable air for extended missions. Seal compression loads must be below prescribed limits so as not to overload the mechanisms that compress them, and seal adhesion forces must be low to allow the sealed interface to be separated when required (e.g., during undocking or hatch opening). NASA Glenn Research Center has developed a number of unique test fixtures to measure the leak rates and compression and adhesion loads of candidate seal designs under simulated thermal, vacuum, and engagement conditions. Tests can be performed on full-scale seals with diameters on the order of 50 in., subscale seals that are about 12 in. in diameter, and smaller specimens such as O-rings. Test conditions include temperatures ranging from -238 to +662F (-150 to +350C), operational pressure gradients, and seal-on-seal or seal-on-flange mating configurations. Nominal and off-nominal conditions (e.g., incomplete seal compression) can also be simulated. This paper describes the main design features and capabilities of each test apparatus and provides an overview of advanced seal development activities at NASA Glenn.

Leakage↗

An Overview of Advanced Elastomeric Seal Development and Testing Capabilities at NASA Glenn Research Center

NASA is developing advanced space-rated elastomeric seals to support future space exploration missions to low Earth orbit, the Moon, near Earth asteroids, and other destinations. This includes seals for a new docking system and vehicle hatches. These seals must exhibit extremely low leak rates to ensure that astronauts have sufficient breathable air for extended missions. Seal compression loads must be below prescribed limits so as not to overload the mechanisms that compress them, and seal adhesion forces must be low to allow the sealed interface to be separated when required (e.g., during undocking or hatch opening). NASA Glenn Research Center has developed a number of unique test fixtures to measure the leak rates and compression and adhesion loads of candidate seal designs under simulated thermal, vacuum, and engagement conditions. Tests can be performed on full-scale seals with diameters on the order of 50 in., subscale seals that are about 12 in. in diameter, and smaller specimens such as O-rings. Test conditions include temperatures ranging from -238 to 662 F (-150 to 350 C), operational pressure gradients, and seal-on-seal or seal-on-flange mating configurations. Nominal and off-nominal conditions (e.g., incomplete seal compression) can also be simulated. This paper describes the main design features and capabilities of each type of test apparatus and provides an overview of advanced seal development activities at NASA Glenn.

Compression tests↗

Advanced diesel engine component development program, tasks 4-14

This report summarizes the Advanced Diesel Engine Component Development (ADECD) Program to develop and demonstrate critical technology needed to advance the heavy-duty low heat rejection engine concept. Major development activities reported are the design, analysis, and fabrication of monolithic ceramic components; vapor phase and solid film lubrication; electrohydraulic valve actuation; and high pressure common rail injection. An advanced single cylinder test bed was fabricated as a laboratory tool in studying these advanced technologies. This test bed simulates the reciprocator for a system having no cooling system, turbo compounding, Rankine bottoming cycle, common rail injection, and variable valve actuation to achieve fuel consumption of 160 g/kW-hr (.26 lb/hp-hr). The advanced concepts were successfully integrated into the test engine. All ceramic components met their functional and reliability requirements. The firedeck, cast-in-place ports, valves, valve guides, piston cap, and piston ring were made from silicon nitride. Breakthroughs required to implement a 'ceramic' engine included the fabrication of air-gap cylinder heads, elimination of compression gaskets, machining of ceramic valve seats within the ceramic firedeck, fabrication of cast-in-place ceramic port liners, implementation of vapor phase lubrication, and elimination of the engine coolant system. Silicon nitride valves were successfully developed to meet several production abuse test requirements and incorporated into the test bed with a ceramic valve guide and solid film lubrication. The ADECD cylinder head features ceramic port shields to increase insulation and exhaust energy recovery. The combustion chamber includes a ceramic firedeck and piston cap. The tribological challenge posed by top ring reversal temperatures of 550 C was met through the development of vapor phase lubrication using tricresyl phosphate at the ring-liner interface. A solenoid-controlled, variable valve actuation system that eliminated the conventional camshaft was demonstrated on the test bed. High pressure fuel injection via a common rail system was also developed to reduce particulate emissions.

Kaushal, Tony S.↗

Models of the Cartwheel ring galaxy: Spokes and starbursts

Recent observations of this famous ring galaxy, including optical and near-infrared CCD surface photometry, and VLA radio continuum and 21 cm line mapping (Higdon 1992b, in prep.), have inspired a renewed modeling effort. Toomre's (1978, in The Large-scale Structure of the Universe, eds. Longair and Einasto) series of restricted three-body simulations demonstrated how the multiple rings could be produced in a nearly head-on galaxy collision. New models with a halo-dominated potential based on the 21 cm rotation curve are able to reproduce such details as the spacing between rings, ring widths, offset of the nucleus, and several kinematical features, thus providing strong support for the collisional theory. The new observations have shown there are little or no old stars in Cartwheel; it may consist almost entirely of gas and stars produced as a result of compression in the ring wave. To model this process Smooth Particle Hydrodynamics (SPH) simulations of the Cartwheel disk have been performed. Fixed gravitational potentials were used to represent the Cartwheel and a roughly 30 percent mass collision partner. The interaction dynamics was treated as in the usual restricted three-body approximation, and the effects of local self-gravity between disk particles were calculated. We are particularly interested in testing the theory that enhanced star formation in waves is the result of gravitational instability in the compressed region (see e.g. Kennicutt 1989, ApJ 344, 685). The gas surface density in a number of simulations was initialized to a value slightly below the threshold for local gravitational instability throughout most of the disk. The first ring wave produces relatively modest compressions (a factor of order a few), triggering instability in a narrow range of wavelengths. Self-gravity in the disk is calculated over a comparable range of scales. Simulations were run with isothermal, adiabatic, and adiabatic with radiative cooling characterized by a relatively short timescale. The isothermal approximation is good except in the vicinity of the strong second (inner) ring, and several snapshots from one case are shown in the figure below. Flocculent spiral segments are present before the collision, and these are compressed into dense knots in the ring wave. These knots are likely to be sites of vigorous star formation. In the strong rarefaction behind the outer ring most of the knots are radially stretched and sheared, giving rise to spoke-like features. A few dense knots are evidently very tightly bound, because they retain their coherence and are stretched relatively little through the rarefaction. This is in accord with evidence for continuing star formation in some spokes (Marcum, Appleton and Higdon 1992). The number and spacing of spokes is a direct function of the scale of the gravitational instability in the disk. Thus, the gravitational instability theory, together with the hypothesis that massive stars are only formed in dense knots of gas, can account for most of the distinct morphology of the Cartwheel.

Struck-Marcell, Curtis↗

Development of procedures for calculating stiffness and damping properties of elastomers. Part 3: The effects of temperature, dissipation level and geometry

Effects of temperature, dissipation level and geometry on the dynamic behavior of elastomer elements were investigated. Force displacement relationships in elastomer elements and the effects of frequency, geometry and temperature upon these relationships are reviewed. Based on this review, methods of reducing stiffness and damping data for shear and compression test elements to material properties (storage and loss moduli) and empirical geometric factors are developed and tested using previously generated experimental data. A prediction method which accounts for large amplitudes of deformation is developed on the assumption that their effect is to increase temperature through the elastomers, thereby modifying the local material properties. Various simple methods of predicting the radial stiffness of ring cartridge elements are developed and compared. Material properties were determined from the shear specimen tests as a function of frequency and temperature. Using these material properties, numerical predictions of stiffness and damping for cartridge and compression specimens were made and compared with corresponding measurements at different temperatures, with encouraging results.

Smalley, A. J.↗

Seal development activities at Allison Turbine Division

Brush seals are being evaluated for potential near and far term gas turbine engine applications. Development is in the form of rig component testing and engine testing. Allison has tested an engine with 20 individual brush seal positions. These seals were located throughout the engine. The emphasis of the current work is on obtaining long term performance data for brush seals. Very little of this data is available. Allison is presently developing film riding face seal technology to support future gas turbine engine applications. A face seal with an approximate 7 inch diameter was successfully tested to 1000 F, 100 psid, and 650 ft/sec. Seal leakage remained below 1 scfm throughout the duration of the test. A model for the compressible gas film was developed which separates the model for the compressible gas film was developed which separates the primary seal rings during operation. This model is based on the traditional Reynold's approach which is customarily applied to lubrication type problems. Because of the difficulty of experimentally verifying the program predictions, a commercial Navier-Stokes code was used in parallel. By comparing predictions for similar cases, it is expected that the limitations of the Reynold's model can be assessed as it applies to this particular seal.

Munson, John↗

Evaluation of a Conductive Elastomer Seal for Spacecraft

An electrically conductive elastomer was evaluated as a material candidate for a spacecraft seal. The elastomer used electrically conductive constituents as a means to reduce the resistance between mating interfaces of a sealed joint to meet spacecraft electrical bonding requirements. The compound's outgassing levels were compared against published NASA requirements. The compound was formed into a hollow O-ring seal and its compression set was measured. The O-ring seal was placed into an interface and the electrical resistance and leak rate were quantified. The amount of force required to fully compress the test article in the sealing interface and the force needed to separate the joint were also measured. The outgassing and resistance measurements were below the maximum allowable levels. The room temperature compression set and leak rates were fairly high when compared against other typical spacecraft seal materials, but were not excessive. The compression and adhesion forces were desirably low. Overall, the performance of the elastomer compound was sufficient to be considered for future spacecraft seal applications.

elastomer↗

Evaluation of a Conductive Elastomer Seal for Spacecraft

An electrically conductive elastomer was evaluated as a material candidate for a spacecraft seal. The elastomer used electrically conductive constituents as a means to reduce the resistance between mating interfaces of a sealed joint to meet spacecraft electrical bonding requirements. The compound's outgassing levels were compared against published NASA requirements. The compound was formed into a hollow O-ring seal and its compression set was measured. The O-ring seal was placed into an interface and the electrical resistance and leak rate were quantified. The amount of force required to fully compress the test article in the sealing interface and the force needed to separate the joint were also measured. The outgassing and resistance measurements were below the maximum allowable levels. The room temperature compression set and leak rates were fairly high when compared against other typical spacecraft seal materials, but were not excessive. The compression and adhesion forces were desirably low. Overall, the performance of the elastomer compound was sufficient to be considered for future spacecraft seal applications.

Daniels, Christopher C.↗

D-1A equipment module structure test

The Centaur Equipment Module (E/M) structural test program was performed in two parts due to an unscheduled hardware failure in the first test series. The objectives of the initial test program were to define the flexibility characteristics of the E/M, verify the design load capability, and determine its ultimate strength capability by loading to structural failure. However, during the first failure test attempt, the Intelsat IV MPA failed instead of the E/M. Therefore a new adapter was fabricated to simulate the HEAO mission adapter and the second series of tests were then performed. They concluded with the failure of the E/M forward interface ring resulting in about 3.5 degrees of permanent set on the high compression side. Nevertheless, the linear or useable strength capability of the E/M is greater or equal to that which is required for the HEAO missions. The E/M is deemed structurally qualified for the HEAO missions.

Niezgoda, T. F.↗

Development of Thermal Barriers for Solid Rocket Motor Nozzle Joints

The Space Shuttle solid rocket motor case assembly joints are sealed using conventional 0-ring seals. The 5500+F combustion gases are kept a safe distance away from the seals by thick layers of insulation. Special joint-fill compounds are used to fill the joints in the insulation to prevent a direct flowpath to the seals. On a number of occasions. NASA has observed in several of the rocket nozzle assembly joints hot gas penetration through defects in the joint- fill compound. The current nozzle-to-case joint design incorporates primary, secondary and wiper (inner-most) 0-rings and polysulfide joint-fill compound. In the current design, 1 out of 7 motors experience hot gas to the wiper 0-ring. Though the condition does not threaten motor safety, evidence of hot gas to the wiper 0-ring results in extensive reviews before resuming flight. NASA and solid rocket motor manufacturer Thiokol are working to improve the nozzle-to-case joint design by implementing a more reliable J-leg design and a thermal barrier, This paper presents burn-resistance, temperature drop, flow and resiliency test results for several types of NASA braided carbon-fiber thermal barriers. Burn tests were performed to determine the time to burn through each of the thermal barriers when exposed to the flame of an oxy-acetylene torch (5500 F), representative of the 5500 F solid rocket motor combustion temperatures. Thermal barriers braided out of carbon fibers endured the flame for over 6 minutes, three times longer than solid rocket motor burn time. Tests were performed on two thermal barrier braid architectures, denoted Carbon-3 and Carbon-6, to measure the temperature drop across and along the barrier in a compressed state when subjected to the flame of an oxyacetylene torch. Carbon-3 and Carbon-6 thermal barriers were excellent insulators causing temperature drops through their diameter of up to a 2800 and 2560 F. respectively. Gas temperature 1/4" downstream of the thermal barrier were within the downstream Viton 0-ring temperature limit of 600 F. Carbon-6 performed extremely well in subscale rocket "char" motor tests when subjected to hot gas at 3200 F for an 11 second rocket firing, simulating the maximum downstream joint cavity fill time. The thermal barrier reduced the incoming hot gas temperature by 2200 F in an intentionally oversized gap defect, spread the incoming jet flow, and blocked hot slag, thereby offering protection to the downstream 0-rings.

Steinetz, Bruce M.↗

Effect of shelf aging on O-ring materials

Commercial O-rings made from 13 different rubber compounds were tested for physical properties after 7 and 12 years of shelf aging. No gross changes were observed in tensile strength, elongation, or compression deflection characteristics.

Wood, T. E.↗

Design and analysis of seals for extended service life

Space Station Freedom is being developed for a service life of up to thirty years. As a consequence, the design requirements for the seals to be used are unprecedented. Full scale testing to assure the selected seals can satisfy the design requirements are not feasible. As an alternative, a sub-scale test program has been developed by MSFC to calibrate the analysis tools to be used to certify the proposed design. This research has been conducted in support of the MSFC Integrated Seal Test Program. The ultimate objective of this research is to correlate analysis and test results to qualify the analytical tools, which in turn, are to be used to qualify the flight hardware. This research is totally focused on O-rings that are compressed by perpendicular clamping forces. In this type of seal the O-ring is clamped between the sealing surfaces by loads perpendicular to the circular cross section.

Bower, Mark V.↗