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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 703 records · Page 39
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Boundary layer development as a function of chamber pressure in the NASA Lewis 1030:1 area ratio rocket nozzle

Through the use of theoretical predictions of fluid properties and experimental heat transfer and thrust measurements, the zones of laminar, transitional, and turbulent boundary layer flow were defined for the NASA Lewis 1030:1 area ratio rocket nozzle. Tests were performed on the nozzle at chamber pressures from 350 to 100 psia. For these conditions, the throat diameter Reynolds numbers varied from 300,000 to 1 million. The propellants used were gaseous hydrogen and gaseous oxygen. Thrust measurements and nozzle outer wall temperature measurements were taken during the 3-sec test runs. Comparison of experimental heat transfer and thrust data with the corresponding predictions from the Two-Dimensional Kinetics (TDK) nozzle analysis program indicated laminar flow in the nozzle at a throat diameter Reynolds number of 320,000 or chamber pressure of 360 psia. Comparison of experimental and predicted heat transfer data indicated transitional flow up to and including a chamber pressure of 1000 psia. Predicted values of the axisymmetric acceleration parameter within the convergent and divergent nozzle were consistent with the above results. Based upon an extrapolation of the heat transfer data and predicted distributions of the axisymmetric acceleration parameter, transitional flow was predicted up to a throat diameter Reynolds number of 220,000 or 2600-psia chamber pressure. Above 2600-psia chamber pressure, fully developed turbulent flow was predicted.

Smith, Tamara A.↗
NASA NTRS1988

Boundary layer development as a function of chamber pressure in the NASA Lewis 1030:1 area ratio rocket nozzle

Through the use of theoretical predictions of fluid properties and experimental heat transfer and thrust measurements, the zones of laminar, transitional, and turbulent boundary layer flow were defined for the NASA Lewis 1039:1 area ratio rocket nozzle. Tests were performed on the nozzle at chamber pressures from 350 to 100 psia. For these conditions, the throat diameter Reynolds numbers varied from 300,000 to 1 million. The propellants used were gaseous hydrogen and gaseous oxygen. Thrust measurements and nozzle outer wall temperature measurements were taken during the 3-sec test runs. Comparison of experimental heat transfer and thrust data with the corresponding predictions from the Two-Dimensional Kinetics (TDK) nozzle analysis program indicated laminar flow in the nozzle at a throat diameter Reynolds number of 320,000 or chamber pressure of 360 psia. Comparison of experimental and predicted heat transfer data indicated transitional flow up to and including a chamber pressure of 1000 psia. Predicted values of the axisymmetric acceleration parameter within the convergent and divergent nozzle were consistent with the above results. Based upon an extrapolation of the heat transfer data and predicted distributions of the axisymmetric acceleration parameter, transitional flow was predicted up to a throat diameter Reynolds number of 220,000 or 2600-psia chamber pressure. Above 2600-psia chamber pressure, fully developed turbulent flow was predicted.

Smith, Tamara A.↗
NASA NTRS1990

Propulsion system-flight control integration and optimization: Flight evaluation and technology transition

Integration of propulsion and flight control systems and their optimization offers significant performance improvements. Research programs were conducted which have developed new propulsion and flight control integration concepts, implemented designs on high-performance airplanes, demonstrated these designs in flight, and measured the performance improvements. These programs, first on the YF-12 airplane, and later on the F-15, demonstrated increased thrust, reduced fuel consumption, increased engine life, and improved airplane performance; with improvements in the 5 to 10 percent range achieved with integration and with no changes to hardware. The design, software and hardware developments, and testing requirements were shown to be practical.

Burcham, Frank W., Jr.↗
NASA NTRS1991

The effect of multi-periapse burns on planetary escape and capture

The use of multiple periapse burns to transfer between a planetocentric parking orbit and a hyperbolic trajectory with a high thrust propulsion system having constant, finite thrust is investigated. Such multiple burns offer propellant savings as a consequence of reduced velocity losses which accrue over the finite burn time of thrusting maneuvers. Velocity losses for an earth escape phase are calculated for an optimum steering program over a range of parameters that are typical of a Mars mission. These numerically integrated results are compared to velocity losses evaluated with a leading analytic approximation to establish boundaries within which the accuracy of the analytic approximation is adequate for preliminary mission planning purposes. Finally, results of the investigation are used to define typical benefits of the multi-periapse burn concept for Mars exploration missions.

Horsewood, Jerry L.↗
NASA NTRS1994

Design Challenges Encountered in a Propulsion-Controlled Aircraft Flight Test Program

The NASA Dryden Flight Research Center conducted flight tests of a propulsion-controlled aircraft system on an F-15 airplane. This system was designed to explore the feasibility of providing safe emergency landing capability using only the engines to provide flight control in the event of a catastrophic loss of conventional flight controls. Control laws were designed to control the flightpath and bank angle using only commands to the throttles. Although the program was highly successful, this paper highlights some of the challenges associated with using engine thrust as a control effector. These challenges include slow engine response time, poorly modeled nonlinear engine dynamics, unmodeled inlet-airframe interactions, and difficulties with ground effect and gust rejection. Flight and simulation data illustrate these difficulties.

Maine, Trindel↗
NASA NTRSDate not supplied

Analytical Partial Derivatives of the Q-Law Guidance Algorithm

One method of producing low-thrust trajectories is the closed-loop Q-Law guidance algorithm. This work wraps Q-Law inside a nonlinear programming problem to search for locally optimal gain combinations and enforce nonlinear constraints on the initial state. Gradient-based trajectory optimization has been shown to benefit greatly when analytical partial derivatives are supplied to the optimizer. This paper presents the Q-Law optimization problem setup and derives the Q-Law thrust vector partial derivatives for the State Transition Matrix required by standard nonlinear optimization software.

Jackson L Shannon↗
NASA NTRS1994

(abstract) Optimal Low Thrust Trajectories Using Differential Inclusion Concepts

Low thrust propulsion systems typically have their greatest benefit for high energy missions or missions with large post-launch maneuver requirements. Missions which have been examined include main belt asteroid rendezvous, comet rendezvous, outer planet and Mercury orbiters, Pluto flyby, and solar probe missions. Low thrust mission design software used to determine these trajectories is based on two distinct formulations of the optimal control problem: the indirect and direct methods. The traditional approach (indirect) is to use the calculus of variations to obtain first order necessary conditions on the states and costates. In contrast, direct methods are conceptually different in that no explicit integration takes place. A direct method based on differential inclusion concepts has been developed and successfully used to compute low thrust trajectories. This new approach removes explicit control dependence from the problem thereby reducing the dimension of the parameter space for the nonlinear programming problem. Also when compared to other direct methods, fewer nonlinear constraints are required to represent the dynamics of the problem.

low↗
NASA NTRS1984

Aeromechanical stability of a full-scale hingeless rotor in hover

The aeroelastic stability in hover of a 9.8-m-diam, hingeless helicopter rotor system is evaluated. Rotor inplane damping data were obtained for rotor operation between 350 and 425 rpm for thrust coefficients between 0.0 and 0.12. At constant rotor rotational speed, a minimum inplane damping level was obtained at a thrust coefficient of approximately 0.02. At constant rotor thrust, a minimum in rotor inplane damping was measured at 400 rpm. Correlation with a comprehensive aeroelastic stability program is found to be good. The influence of different aerodynamic inflow models on predicted damping levels is shown. Best correlation with experimental data is obtained using a dynamic inflow model rather than static or quasi-static inflow models. Comparison with other full-scale, hingeless rotor stability data in hover is presented. Also, direct comparisons are made with data from a full-scale bearingless main rotor test performed on the same general-purpose test apparatus. Although the bearingless rotor is more highly damped at design tip speed and 1-g thrust operation, greater sensitivity to operating conditions is shown.

Peterson, R. L.↗
NASA NTRS1983

TRAGEN: Computer program to simulate an aircraft steered to follow a specified verticle profile. User's guide

The longitudinal dynamics of a medium range twin-jet or tri-jet transport aircraft are simulated. For the climbing trajectory, the thrust is constrained to maximum value, and for descent, the thrust is set at idle. For cruise, the aircraft is held in the trim condition. For climb or descent, the aircraft is steered to follow either (a) a fixed profile which is input to the program or (b) a profile computed at the beginning of that segment of the run. For climb, the aircraft is steered to maintain the given airspeed as a function of altitude. For descent, the aircraft is steered to maintain the given altitude as a function of range-to-go. In both cases, the control variable is angle-of-attack. The given output trajectory is presented and compared with the input trajectory. Step climb is treated just as climb. For cruise, the Breguet equations are used to compute the fuel burned to achieve a given range and to connect given initial and final values of altitude and Mach number.

Source record↗
NASA NTRS1993

Design and test of electromechanical actuators for thrust vector control

New control mechanisms technologies are currently being explored to provide alternatives to hydraulic thrust vector control (TVC) actuation systems. For many years engineers have been encouraging the investigation of electromechanical actuators (EMA) to take the place of hydraulics for spacecraft control/gimballing systems. The rationale is to deliver a lighter, cleaner, safer, more easily maintained, as well as energy efficient space vehicle. In light of this continued concern to improve the TVC system, the Propulsion Laboratory at the NASA George C. Marshall Space Flight Center (MSFC) is involved in a program to develop electromechanical actuators for the purpose of testing and TVC system implementation. Through this effort, an electromechanical thrust vector control actuator has been designed and assembled. The design consists of the following major components: Two three-phase brushless dc motors, a two pass gear reduction system, and a roller screw, which converts rotational input into linear output. System control is provided by a solid-state electronic controller and power supply. A pair of resolvers and associated electronics deliver position feedback to the controller such that precise positioning is achieved. Testing and evaluation is currently in progress. Goals focus on performance comparisons between EMA's and similar hydraulic systems.

Cowan, J. R.↗
NASA NTRS2017

Metrics for NASA Aeronautics Research Mission Directorate (ARMD) Strategic Thrust 3B Vertical Lift Strategic Direction

The NASA Aeronautics Research Mission Directorate (ARMD) Strategic Implementation Plan details an ambitious plan for aeronautical research for the next quarter century and beyond. It includes a number of advanced technologies needed to address requirements of the overall aviation community (domestic and international), with an emphasis on safety, efficiency, operational flexibility, and alternative propulsion air transport options. The six ARMD Strategic Thrust Areas (STAs) represent a specific set of multi-decade research agendas for creating the global aviation improvements most in demand by the aviation service consumers and the general public. To provide NASA with a measurement of the preeminent value of these research areas, it was necessary to identify and quantify the measurable benefits to the aviation community from capabilities delivered by the research programs. This paper will describe the processes used and the conclusions reached in defining the principal metrics for ARMD Strategic Thrust Area 3B "Vertical Lift Strategic Direction."

Hochstetler, Ronald D.↗
NASA NTRS2002

Multi-Zone Liquid Thrust Chamber Performance Code with Domain Decomposition for Parallel Processing

Computational Fluid Dynamics (CFD) has considerably evolved in the last decade. There are many computer programs that can perform computations on viscous internal or external flows with chemical reactions. CFD has become a commonly used tool in the design and analysis of gas turbines, ramjet combustors, turbo-machinery, inlet ducts, rocket engines, jet interaction, missile, and ramjet nozzles. One of the problems of interest to NASA has always been the performance prediction for rocket and air-breathing engines. Due to the complexity of flow in these engines it is necessary to resolve the flowfield into a fine mesh to capture quantities like turbulence and heat transfer. However, calculation on a high-resolution grid is associated with a prohibitively increasing computational time that can downgrade the value of the CFD for practical engineering calculations. The Liquid Thrust Chamber Performance (LTCP) code was developed for NASA/MSFC (Marshall Space Flight Center) to perform liquid rocket engine performance calculations. This code is a 2D/axisymmetric full Navier-Stokes (NS) solver with fully coupled finite rate chemistry and Eulerian treatment of liquid fuel and/or oxidizer droplets. One of the advantages of this code has been the resemblance of its input file to the JANNAF (Joint Army Navy NASA Air Force Interagency Propulsion Committee) standard TDK code, and its automatic grid generation for JANNAF defined combustion chamber wall geometry. These options minimize the learning effort for TDK users, and make the code a good candidate for performing engineering calculations. Although the LTCP code was developed for liquid rocket engines, it is a general-purpose code and has been used for solving many engineering problems. However, the single zone formulation of the LTCP has limited the code to be applicable to problems with complex geometry. Furthermore, the computational time becomes prohibitively large for high-resolution problems with chemistry, two-equation turbulence model, and two-phase flow. To overcome these limitations, the LTCP code is rewritten to include the multi-zone capability with domain decomposition that makes it suitable for parallel processing, i.e., enabling the code to run every zone or sub-domain on a separate processor. This can reduce the run time by a factor of 6 to 8, depending on the problem.

Homayun K. Navaz↗
NASA NTRS1977

Extended performance solar electric propulsion thrust system study. Volume 1: Executive summary

Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30 cm engineering model thruster as the technology base. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed. Confirmation testing and analysis of thruster and power-processing components were performed, and the feasibility of satisfying extended performance requirements was verified. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. A program development plan was formulated that outlines the work structure considered necessary for developing, qualifying, and fabricating the flight hardware for the baseline thrust system within the time frame of a project to rendezvous with Halley's comet. An assessment was made of the costs and risks associated with a baseline thrust system as provided to the mission project under this plan. Critical procurements and interfaces were identified and defined. Results are presented.

Poeschel, R. L.↗
NASA NTRS1997

Preliminary Design of Low-Thrust Interplanetary Missions

For interplanetary missions, highly efficient electric propulsion systems can be used to increase the mass delivered to the destination and/or reduce the trip time over typical chemical propulsion systems. This technology is being demonstrated on the Deep Space 1 mission - part of NASA's New Millennium Program validating technologies which can lower the cost and risk and enhance the performance of future missions. With the successful demonstration on Deep Space 1, future missions can consider electric propulsion as a viable propulsion option. Electric propulsion systems, while highly efficient, produce only a small amount of thrust. As a result, the engines operate during a significant fraction of the trajectory. This characteristic makes it much more difficult to find optimal trajectories. The methods for optimizing low-thrust trajectories are typically categorized as either indirect, or direct. Indirect methods are based on calculus of variations, resulting in a two-point boundary value problem that is solved by satisfying terminal constraints and targeting conditions. These methods are subject to extreme sensitivity to the initial guess of the variables - some of which are not physically intuitive. Adding a gravity assist to the trajectory compounds the sensitivity. Direct methods parameterize the problem and use nonlinear programming techniques to optimize an objective function by adjusting a set of variables. A variety of methods of this type have been examined with varying results. These methods are subject to the limitations of the nonlinear programming techniques. In this paper we present a direct method intended to be used primarily for preliminary design of low-thrust interplanetary trajectories, including those with multiple gravity assists. Preliminary design implies a willingness to accept limited accuracy to achieve an efficient algorithm that executes quickly.

Sims, Jon A.↗
NASA NTRS1996

Electro-Mechanical Actuator. DC Resonant Link Controller

This report summarizes the work performed on the 68 HP electro-mechanical actuator (EMA) system developed on NASA contract for the Electrical Actuation (ELA) Technology Bridging Program. The system was designed to demonstrate the capability of large, high power linear ELAs for applications such as Thrust Vector Control (TVC) on rocket engines. It consists of a motor controller, drive electronics and a linear actuator capable of up to 32,00 lbs loading at 7.4 inches/second. The drive electronics are based on the Resonant DC link concept and operate at a nominal frequency of 55 kHz. The induction motor is a specially designed high speed, low inertia motor capable of a 68 peak HP. The actuator was originally designed by MOOG Aerospace under an internal R & D program to meet Space Shuttle Main Engine (SSME) TVC requirements. The design was modified to meet this programs linear rate specification of 7.4 inches/second. The motor and driver were tested on a dynamometer at the Martin Marietta Space Systems facility. System frequency response, step response and force-velocity tests were conducted at the MOOG Aerospace facility. A complete description of the system and all test results can be found in the body of the report.

Schreiner, Kenneth E.↗
NASA NTRS2014

America's Next Great Ship: Space Launch System Core Stage Transitioning from Design to Manufacturing

The Space Launch System (SLS) Program is essential to achieving the Nation's and NASA's goal of human exploration and scientific investigation of the solar system. As a multi-element program with emphasis on safety, affordability, and sustainability, SLS is becoming America's next great ship of exploration. The SLS Core Stage includes avionics, main propulsion system, pressure vessels, thrust vector control, and structures. Boeing manufactures and assembles the SLS core stage at the Michoud Assembly Facility (MAF) in New Orleans, LA, a historical production center for Saturn V and Space Shuttle programs. As the transition from design to manufacturing progresses, the importance of a well-executed manufacturing, assembly, and operation (MA&O) plan is crucial to meeting performance objectives. Boeing employs classic techniques such as critical path analysis and facility requirements definition as well as innovative approaches such as Constraint Based Scheduling (CBS) and Cirtical Chain Project Management (CCPM) theory to provide a comprehensive suite of project management tools to manage the health of the baseline plan on both a macro (overall project) and micro level (factory areas). These tools coordinate data from multiple business systems and provide a robust network to support Material & Capacity Requirements Planning (MRP/CRP) and priorities. Coupled with these tools and a highly skilled workforce, Boeing is orchestrating the parallel buildup of five major sub assemblies throughout the factory. Boeing and NASA are transforming MAF to host state of the art processes, equipment and tooling, the most prominent of which is the Vertical Assembly Center (VAC), the largest weld tool in the world. In concert, a global supply chain is delivering a range of structural elements and component parts necessary to enable an on-time delivery of the integrated Core Stage. SLS is on plan to launch humanity into the next phase of space exploration.

Birkenstock, Benjamin↗
NASA NTRS1966

Storable Propellant Combustion Instability Program at Lewis Research Center

An experimental program at Lewis Research Center investigates acoustical-mode combustion instability in liquid propellant rockets. One phase of this program is concerned with nitrogen tetroxide and a 50-50 fuel blend of hydrazine-UDMH. Effects on combustor stability and performance by variations in injection velocities, impingement angle and distance, amd thrust per element of triplet injectors were studied in a 10.77-inch- diameter cylindrical combustor at chamber pressures of 100 and 300 psia. Nominal thrust levels were 6700 and 20 000 pounds. Stability rating was accomplished by the use of various size RDX explosive charges to generate tangential pressure disturbances. The injection velocity effect correlated by using a ratio V(sub o)/V(sub f). Stability correlation with V(sub o)/V(sub f) resulted in a sharply humped curve with maximum stability at a ratio of 1.2. Performance decreased with increase in V(sub o)/V(sub f) after a maximum at 0.7, which agreed fairly well with the "uniform mixture ratio distribution" criteria of the Jet Propulsion Laboratory. Variation of impingement angle from 38 deg to 120 deg indicated that performance correlated with the absolute velocity ratio V(sub o)/V(sub f), but stability correlation appeared to be best with a velocity ratio using the radial component of the fuel injection velocity V(sub o)/V(sub fr). Impingement distances from 0.5 to 1.0 inch appeared to have only slight effect on stability and performance. Investigation of injector thrust per element for V(sub o)/V(sub fr) ranging from 0.8 to 2.8 yielded convex maxima curves. Acoustic liners were also tested to improve a liner design computer program, to obtain design criteria, and to develop flight-type liners. A marginally stable and spontaneously unstable combustor were used to evaluate linear configurations. All liners were effective in the marginally stable configuration, and only liners with large theoretical absorptivity were successful in the spontaneously unstable combustor.

Tabata, William K.↗
NASA NTRS1977

Extended performance solar electric propulsion thrust system study. Volume 3: Tradeoff studies of alternate thrust system configurations

Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30 cm engineering model thruster as the technology base. Emphasis was placed on relatively high power missions. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed in sufficient detail for comparing mass, efficiency, reliability, structure, and thermal characteristics. Confirmation testing and analysis of thruster and power-processing components were performed. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. A program development plan was formulated that outlines the work structure considered necessary for developing, qualifying, and fabricating the flight hardware for the baseline thrust system within the time frame of a project to rendezvous with Halley's comet. An assessment was made of the costs and risks associated with a baseline thrust system as provided to the mission project under this plan. Critical procurements and interfaces were identified and defined.

Hawthorne, E. I.↗