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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 685 records · Page 38

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NASA NTRS2013

Orion GNC Mitigation Efforts for Van Allen Radiation

The Orion Crew Module (CM) is NASA's next generation manned space vehicle, scheduled to return humans to lunar orbit in the coming decade. The Orion avionics and GN&C architectures have progressed through a number of project phases and are nearing completion of a major milestone. The first unmanned test mission, dubbed "Exploration Flight Test One" (EFT-1) is scheduled to launch from NASA Kennedy Space Center late next year and provides the first integrated test of all the vehicle systems, avionics and software. The EFT-1 mission will be an unmanned test flight that includes a high speed re-entry from an elliptical orbit, which will be launched on an expendable launch vehicle (ELV). The ELV will place CM and the ELV upper stage into a low Earth orbit (LEO) for one revolution. After the first LEO, the ELV upper stage will re-ignite and place the combined upper stage/CM into an elliptical orbit whose perigee results in a high energy entry to test CM response in a relatively high velocity, high heating environment. While not producing entry velocities as high as those experienced in returning from a lunar orbit, the trajectory was chosen to provide higher stresses on the thermal protection and guided entry systems, as compared against a lower energy LEO entry. However the required entry geometry with constraints on inclination and landing site result in a trajectory that lingers for many hours in the Van Allen radiation belts. This exposes the vehicle and avionics to much higher levels of high energy proton radiation than a typical LEO or lunar trajectory would encounter. As a result, Van Allen radiation poses a significant risk to the Orion avionics system, and particularly the Flight Control Module (FCM) computers that house the GN&C flight software. The measures taken by the Orion GN&C, Flight Software and Avionics teams to mitigate the risks associated with the Van Allen radiation on EFT-1 are covered in the paper. Background on the Orion avionics subsystem is provided, as well as an overview of the GN&C software architecture. The measures taken to handle radiation induced failure of the one or both of the FCM's are presented, and finally simulation and actual hardware-in-the-loop (HWIL) results are shown confirming the validity of the implementation. The paper presents an overview of the Orion avionics architecture describing the GNC sensors, onboard data network as well as the flight control computers and their planned restart capabilities. GN&C sensors include two Orion Inertial Measurement Units (OIMU's), a Vision Processing Unit (VPU) to process camera images, three barometric altimeters and a single GPS receiver. All of the sensors communicate to one of two Power and Data Units (PDU's). The PDU's multiplex analog and serial data from the sensors and write the data to the Orion Data Network (ODN). The OIMU s write measurement messages directly as onto the ODN, but they are routed through PDU network switches.

King, Ellis T.↗

NASA NTRS1977

Instrument to average 100 data sets

An instrumentation system is currently under development which will measure many of the important parameters associated with the operation of an internal combustion engine. Some of these parameters include mass-fraction burn rate, ignition energy, and the indicated mean effective pressure. One of the characteristics of an internal combustion engine is the cycle-to-cycle variation of these parameters. A curve-averaging instrument has been produced which will generate the average curve, over 100 cycles, of any engine parameter. the average curve is described by 2048 discrete points which are displayed on an oscilloscope screen to facilitate recording and is available in real time. Input can be any parameter which is expressed as a + or - 10-volt signal. Operation of the curve-averaging instrument is defined between 100 and 6000 rpm. Provisions have also been made for averaging as many as four parameters simultaneously, with a subsequent decrease in resolution. This provides the means to correlate and perhaps interrelate the phenomena occurring in an internal combustion engine. This instrument has been used successfully on a 1975 Chevrolet V8 engine, and on a Continental 6-cylinder aircraft engine. While this instrument was designed for use on an internal combustion engine, with some modification it can be used to average any cyclically varying waveform.

Tuma, G. B.↗

NASA NTRS1991

Hydrogen/oxygen auxiliary propulsion technology

This paper provides a survey of hydogen/oxygen (H/O) auxiliary propulsion system (APS) concepts and low thrust H/O rocket technology. A review of H/O APS studies performed for the Space Shuttle, Space Tug, Space Station Freedom, and Advanced Manned Launch System programs is given. The survey also includes a review of low thrust H/O rocket technology programs, covering liquid H/O and gaseous H/O thrusters, ranging from 6600 N to 440 mN thrust. Ignition concepts for H/O thrusters and high-temperature, oxidation-resistant chamber materials are also reviewed.

Reed, Brian D.↗

NASA NTRS1992

Evolved stars in Omega Centauri. I - Radial distribution of blue subdwarfs

A U - V color-magnitude diagram containing over 5000 stars from 10 fields in Omega Centauri at or brighter than the main-sequence turnoff is presented. Completeness corrections are obtained as a continuous function of magnitude and radial distance are obtained and used to show that the blue subdwarfs are centrally concentrated with respect to subgiants and stars on the horizontal branch proper. The chance probability of this result is less than 1 percent. Since the blue subdwarfs probably consist of helium-burning cores of about 0.5 solar mass surrounded by a thin hydrogen envelope, mass segregation could not produce this result if these stars had evolved singly. Two kinds of possible precursor systems are considered: pairs of degenerate dwarfs which subsequently merge to form helium-burning stars, and moderately wide binaries in which mass transfer is initiated shortly before the helium flash is ignited.

Bailyn, Charles D.↗

DOE OSTI2024

Understanding the interplay between pilot fuel mixing and auto-ignition chemistry in hydrogen-enriched environment

The diesel-piloted dual-fuel compression ignition combustion strategy is well-suited to accelerate the decarbonization of transportation by adopting hydrogen as a renewable energy carrier into the existing internal combustion engine with minimal engine modifications. Despite the simplicity of engine modification, many questions remain unanswered regarding the optimal pilot injection strategy for reliable ignition with minimum pilot fuel consumption. The present study uses a single-cylinder heavy-duty optical engine to explore the phenomenology and underlying mechanisms governing the pilot fuel ignition and the subsequent combustion of a premixed hydrogen-air charge. The engine is operated in a dual-fuel mode with hydrogen premixed into the engine intake charge with a direct pilot injection of n-heptane as a diesel pilot fuel surrogate. Optical diagnostics used to visualize in-cylinder combustion phenomena include high-speed IR imaging of the pilot fuel spray evolution as well as high-speed HCHO* and OH* chemiluminescence as indicators of low-temperature and high-temperature heat release, respectively. Three pilot injection strategies are compared to explore the effects of pilot fuel mass, injection pressure, and injection duration on the probability and repeatability of successful ignition. The thermodynamic and imaging data analysis supported by zero-dimensional chemical kinetics simulations revealed a complex interplay between the physical and chemical processes governing the pilot fuel ignition process in a hydrogen containing charge. Hydrogen strongly inhibits the ignition of pilot fuel mixtures and therefore requires longer injection duration to create zones with sufficiently high pilot fuel concentration for successful ignition. Results show that ignition typically tends to rely on stochastic pockets with high pilot fuel concentration, which results in poor repeatability of combustion and frequent misfiring. In conclusion, this work has improved the understanding on how the unique chemical properties of hydrogen pose a challenge for maximization of hydrogen’s energy share in hydrogen dual-fuel engines and highlights a potential mitigation pathway.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

The next-generation magnetic recoil spectrometer (MRSnext) on OMEGA and NIF for diagnosing ion temperature, yield, areal density, and alpha heating

The next-generation magnetic recoil spectrometer (MRSnext) is being designed to replace the current MRS at the National Ignition Facility and OMEGA for measurements of the neutron spectrum from an inertial confinement fusion implosion. The MRSnext will provide a far-superior performance and faster data turnaround than the current MRS systems, i.e., a 2× and 6× improvement in energy resolution at the NIF and OMEGA, respectively, and 20× improvement in data turnaround time. The substantially improved performance of the MRSnext is enabled by using electromagnets that provide a short focal plane (12–16 cm) and unprecedented flexibility for a wide range of applications. In addition to being able to measure neutron yield, apparent ion temperature, areal density, and plasma-flow velocity over a wide range of yields, the NIF MRSnext will be able to directly, uniquely assess the alpha heating of the fuel ions through measurements of the alpha knock-on tail in the neutron spectrum. The goal is to implement a radiation-hard electronic detection system capable of providing rapid data acquisition and analysis. The development of the MRSnext will also set the foundation for the more advanced, time-resolving MRSt and serve as a testbed for its implementation on the NIF.

47 OTHER INSTRUMENTATION↗

NASA NTRS1977

In-situ laser retorting of oil shale

Oil shale formations are retorted in situ and gaseous hydrocarbon products are recovered by drilling two or more wells into an oil shale formation underneath the surface of the ground. A high energy laser beam is directed into the well and fractures the region of the shale formation. A compressed gas is forced into the well that supports combustion in the flame front ignited by the laser beam, thereby retorting the oil shale. Gaseous hydrocarbon products which permeate through the fractured region are recovered from one of the wells that were not exposed to the laser system.

Bloomfield, H. S.↗

NASA NTRS1992

Heat transfer from an internal combustion (Otto-cycle) engine on the surface of Mars

The cooling requirements for an average car sized engine (spark-ignition, V-6, four-stroke, naturally aspirated, about 200 kg, about 100 kW) were looked at for Mars. Several modes of cooling were considered, including forced convection, exhaust, radiation and closed loop systems. The primary goal was to determine the effect of the thinner Martian atmosphere on the cooling system. The results show that there was only a 6-percent difference in the cooling requirements. This difference was due mostly to the thinner atmosphere during forced convection and the heat capacity of the exhaust. A method using a single pass counter-flow heat exchanger is suggested to offset this difference in cooling requirements.

Gwynne, Owen↗

NASA NTRS2002

Dynamics of Diffusion Flames in von Karman Swirling Flows Studied

Von Karman swirling flow is generated by the viscous pumping action of a solid disk spinning in a quiescent fluid media. When this spinning disk is ignited in an oxidizing environment, a flat diffusion flame is established adjacent to the disk, embedded in the boundary layer (see the preceding illustration). For this geometry, the conservation equations reduce to a system of ordinary differential equations, enabling researchers to carry out detailed theoretical models to study the effects of varying strain on the dynamics of diffusion flames. Experimentally, the spinning disk burner provides an ideal configuration to precisely control the strain rates over a wide range. Our original motivation at the NASA Glenn Research Center to study these flames arose from a need to understand the flammability characteristics of solid fuels in microgravity where slow, subbuoyant flows can exist, producing very small strain rates. In a recent work (ref. 1), we showed that the flammability boundaries are wider and the minimum oxygen index (below which flames cannot be sustained) is lower for the von Karman flow configuration in comparison to a stagnation-point flow. Adding a small forced convection to the swirling flow pushes the flame into regions of higher strain and, thereby, decreases the range of flammable strain rates. Experiments using downward facing, polymethylmethacrylate (PMMA) disks spinning in air revealed that, close to the extinction boundaries, the flat diffusion flame breaks up into rotating spiral flames (refs. 2 and 3). Remarkably, the dynamics of these spiral flame edges exhibit a number of similarities to spirals observed in biological systems, such as the electric pulses in cardiac muscles and the aggregation of slime-mold amoeba. The tail of the spiral rotates rigidly while the tip executes a compound, meandering motion sometimes observed in Belousov-Zhabotinskii reactions.

Nayagam, Vedha↗

NASA NTRS2006

Magnetic-Field-Response Measurement-Acquisition System

A measurement-acquisition system uses magnetic fields to power sensors and to acquire measurements from sensors. The system alleviates many shortcomings of traditional measurement-acquisition systems, which include a finite number of measurement channels, weight penalty associated with wires, use limited to a single type of measurement, wire degradation due to wear or chemical decay, and the logistics needed to add new sensors. Eliminating wiring for acquiring measurements can alleviate potential hazards associated with wires, such as damaged wires becoming ignition sources due to arcing. The sensors are designed as electrically passive inductive-capacitive or passive inductive-capacitive-resistive circuits that produce magnetic-field-responses. One or more electrical parameters (inductance, capacitance, and resistance) of each sensor can be variable and corresponds to a measured physical state of interest. The magnetic-field- response attributes (frequency, amplitude, and bandwidth) of the inductor correspond to the states of physical properties for which each sensor measures. For each sensor, the measurement-acquisition system produces a series of increasing magnetic-field harmonics within a frequency range dedicated to that sensor. For each harmonic, an antenna electrically coupled to an oscillating current (the frequency of which is that of the harmonic) produces an oscillating magnetic field. Faraday induction via the harmonic magnetic fields produces an electromotive force and therefore a current in the sensor. Once electrically active, the sensor produces its own harmonic magnetic field as the inductor stores and releases magnetic energy. The antenna of the measurement- acquisition system is switched from a transmitting to a receiving mode to acquire the magnetic-field response of the sensor. The rectified amplitude of the received response is compared to previous responses to prior transmitted harmonics, to ascertain if the measurement system has detected a response inflection. The "transmit-receive-compare" of sequential harmonics is repeated until the inflection is identified. The harmonic producing the amplitude inflection is the sensor resonant frequency. Resonant frequency and response amplitude are stored and then correlated to calibration data.

Woodward, Stanley E.↗

NASA NTRS2008

Fiber-Optic Determination of N2, O2, and Fuel Vapor in the Ullage of Liquid-Fuel Tanks

A fiber-optic sensor system has been developed that can remotely measure the concentration of molecular oxygen (O2), nitrogen (N2), hydrocarbon vapor, and other gases (CO2, CO, H2O, chlorofluorocarbons, etc.) in the ullage of a liquid-fuel tank. The system provides an accurate and quantitative identification of the above gases with an accuracy of better than 1 percent by volume (for O2 or N2) in real-time (5 seconds). In an effort to prevent aircraft fuel tank fires or explosions similar to the tragic TWA Flight 800 explosion in 1996, OBIGGS are currently being developed for large commercial aircraft to prevent dangerous conditions from forming inside fuel tanks by providing an inerting gas blanket that is low in oxygen, thus preventing the ignition of the fuel/air mixture in the ullage. OBIGGS have been used in military aircraft for many years and are now standard equipment on some newer large commercial aircraft (such as the Boeing 787). Currently, OBIGGS are being developed for retrofitting to existing commercial aircraft fleets in response to pending mandates from the FAA. Most OBIGGS use an air separation module (ASM) that separates O2 from N2 to make nitrogen-enriched air from compressed air flow diverted from the engine (bleed air). Current OBIGGS systems do not have a closed-loop feedback control, in part, due to the lack of suitable process sensors that can reliably measure N2 or O2 and at the same time, do not constitute an inherent source of ignition. Thus, current OBIGGS operate with a high factor-of-safety dictated by process protocol to ensure adequate fuel-tank inerting. This approach is inherently inefficient as it consumes more engine bleed air than is necessary compared to a closed-loop controlled approach. The reduction of bleed air usage is important as it reduces fuel consumption, which translates to both increased flight range and lower operational costs. Numerous approaches to developing OBIGGS feedback-control sensors have been under development by many research groups and companies. However, the direct measurement of nitrogen (N2) is a challenge to most OBIGGS ullage sensors (such as tunable diode laser absorption) as they cannot measure N2 directly but depend on the measurement of oxygen (O2). The problem with a singular measure of O2, is that as the concentration (number density) of O2 decreases due to the inerting process or due to lower pressures from high altitudes, the precision and accuracy of the O2 measurement decreases. However, measuring O2 density in combination with N2 density (which is more abundant in air and in a N2-inerted fuel tank) can provide a much more accurate and reliable determination of the OBIGGS efficacy.

Nguyen, Quang-Viet↗

NASA NTRS1984

Evaluation of dissociated and steam-reformed methanol as automotive engine fuels

Dissociated and steam reformed methanol were evaluated as automotive engine fuels. Advantages and disadvantages in using methanol in the reformed rather than liquid state were discussed. Engine dynamometer tests were conducted with a four cylinder, 2.3 liter, spark ignition automotive engine to determine performance and emission characteristics operating on simulated dissociated and steam reformed methanol (2H2 + CO and 3H2 + CO2 respectively), and liquid methanol. Results are presented for engine performance and emissions as functions of equivalence ratio, at various throttle settings and engine speeds. Operation on dissociated and steam reformed methanol was characterized by flashback (violent propagation of a flame into the intake manifold) which limited operation to lower power output than was obtainable using liquid methanol. It was concluded that: an automobile could not be operated solely on dissociated or steam reformed methanol over the entire required power range - a supplementary fuel system or power source would be necessary to attain higher powers; the use of reformed mechanol, compared to liquid methanol, may result in a small improvement in thermal efficiency in the low power range; dissociated methanol is a better fuel than steam reformed methanol for use in a spark ignition engine; and use of dissociated or steam reformed methanol may result in lower exhaust emissions compared to liquid methanol.

Lalk, T. R.↗

NASA NTRS1991

Imaging hydrogen flames by two-photon, laser-induced fluorescence

A nonintrusive multicomponent imaging system is developed which can image hydrogen, hot oxygen, and air simultaneously. An Ar-F excimer laser is injection-locked to cover the Q1 two-photon transition in molecular hydrogen which allows the observation of both hot oxygen and cold hydrogen. Rayleigh scattering from the water molecules occurs at the same frequency as the illuminating laser allowing analysis of the air density. Images of ignited and nonignited hydrogen jets are recorded with a high-sensitivity gated video camera. The images permit the analysis of turbulent hydrogen-core jet, the combustion zone, and the surrounding air, and two-dimensional spatial correlations can be made to study the turbulent structure and couplings between different regions of the flow field. The method is of interest to the study of practical combustion systems which employ hydrogen-air diffusion flames.

Miles, R.↗

NASA NTRS1932

The Use of Large Valve Overlap in Scavenging a Supercharged Spark-ignition Engine Using Fuel Injection

This investigation was conducted to determine the effect of more complete scavenging on the full throttle power and the fuel consumption of a four-stroke-cycle engine. The NACA single-cylinder universal test engine equipped with both a fuel-injection system and a carburetor was used. The engine was scavenged by using a large valve overlap and maintaining a pressure in the inlet manifold of 2 inches of mercury above atmospheric. The maximum valve overlap used was 112 degrees. Tests were conducted for a range of compression ratios from 5.5 to 8.5. Except for variable speed tests, all tests were conducted at an engine speed of 1,500 r.p.m. The results of the tests show that the clearance volume of an engine can be scavenged by using a large valve overlap and about 2 to 5 inches of mercury pressure difference between the inlet and exhaust valve. With a fuel-injection system when the clearance volume was scavenged, a b.m.e.p. of over 185 pounds per square inch and a fuel consumption of 9.45 pound per brake horsepower per hour were obtained with a 6.5 compression ratio. An increase of approximately 10 pounds per square inch b.m.e.p. was obtained with a fuel-injection system over that with a carburetor.

Schey, Oscar W↗

NASA NTRS2007

In Situ Multi-Species (O2, N2, Fuel, Other) Fiber Optic Sensor for Fuel Tank Ullage

A rugged and compact fiber optic sensor system for in situ real-time measurement of nitrogen (N2), oxygen (O2), hydrocarbon (HC) fuel vapors, and other gases has been developed over the past several years at Glenn Research Center. The intrinsically-safe, solid-state fiber optic sensor system provides a 1% precision measurement (by volume) of multiple gases in a 5-sec time window. The sensor has no consumable parts to wear out and requires less than 25 W of electrical power to operate. The sensor head is rugged and compact and is ideal for use in harsh environments such as inside an aircraft fuel tank, or as a feedback sensor in the vent-box of an on-board inert gas generation system (OBIGGS). Multiple sensor heads can be monitored with a single optical detection unit for a cost-effective multi-point sensor system. The present sensor technology is unique in its ability to measure N2 concentration directly, and in its ability to differentiate different types of HC fuels. The present sensor system provides value-added aircraft safety information by simultaneously and directly measuring the nitrogen-oxygen-fuel triplet, which provides the following advantages: (1) information regarding the extent of inerting by N2, (2) information regarding the chemical equivalence ratio, (3) information regarding the composition of the aircraft fuel, and (4) by providing a self-consistent calibration by utilizing a singular sensor for all species. Using the extra information made available by this sensor permits the ignitability of a fuel-oxidizer mixture to be more accurately characterized, which may permit a reduction in the amount of inerting required on a real-time basis, and yet still maintain a fire-safe fuel tank. This translates to an increase in fuel tank fire-safety through a better understanding of the physics of fuel ignition, and at the same time, a reduction in compressed bleed air usage and concomitant aircraft operational costs over the long-run. The present fiber optic sensor can also be used as a false-alarm-free engine/hidden/cargo space fire detector (by measuring increased CO2 and CO, and decreased O2), a multi-point in situ measurement and certification system for halogenated-compound fire protection systems, and for the testing and certification of other aircraft safety sensor systems. The technology (LEW-17826-1) developed in the present sensor system is patent pending.

Nguyen, Quang-Viet↗

DOE OSTI2024

National Fire Protection Association Spurs the Safe Adoption of EVs Through Education and Outreach

As electric vehicles (EV) and their charging infrastructure steadily increase in popularity across the U.S., growing pains still exist, impeding their true potential for growth. The barriers include a general lack of knowledge around EV systems, range anxiety, electrical workplace safety practices, code compliance and inspection for charging stations, maintenance garages and workers, insurance concerns, and the potential risks associated with damaged lithium-ion batteries (fires, re-ignition, water immersion, and stranded energy).NFPA partnered with SMEs, training development organizations, and Clean City Coalitions to create a series of common online trainings for each EV ecosystem sector, educating communities on the realities of EV proliferation, myths, facts, statistics, codes, and basic information for each sector to become versed in EV knowledge. We also constructed a workshop program for the many EV stakeholders who should be involved in setting up a strategic, cohesive outlook for the participating towns and cities.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2026

Draft Impacts: Modeling and Lab Validation (CRADA Final Report)

Chimney draft is a significant source of variability in real-world wood heater performance, yet laboratory tests conducted for certification do not capture this variability. Because draft varies with climate, chimney height, and home conditions, a heater that performs well in the lab can perform quite differently when installed in a home. Until now, wood heater manufacturers and installers have lacked the tools needed to anticipate how draft will vary across real installations or to advise on corrective measures when draft is too low or too high. The goal of this project was to develop and validate an open-source draft prediction tool for cordwood heater chimney systems. Over 18 months, Lawrence Berkeley National Laboratory (LBNL) and the Hearth, Patio & Barbecue Association (HPBA) collaborated to build a physics-based, Python tool that predicts how chimney draft evolves during operation, from ignition through steady burning. HPBA convened a stakeholder group of manufacturers and venting experts who provided feedback throughout development. LBNL validated the tool against laboratory measurements from a catalytic and a non-catalytic cordwood heater operated across a range of chimney heights and room-pressure conditions.

42 ENGINEERING↗

NASA NTRS1972

Apollo 15 mission report. Supplement 3: Ascent propulsion system final flight evaluation

Results from the postflight analysis of the ascent propulsion system (APS) performance during the Apollo 15 mission are presented. The duty cycle for the LM-10 APS consisted of two firings, and ascent stage liftoff from the lunar surface and the terminal phase ignition (TPI) burn. An evaluation was made of APS performance for the first firing and found to be satisfactory. No propulsion data was received from the second APS burn; however, all indications were that the burn was nominal. All performance parameters were well within their LM-10 3-sigma limits. Calculated throat erosion at engine cutoff for the LM-10 APS was approximately 3 percent greater than predicted.

Griffin, W. G.↗