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Results for “Chemical propulsion”

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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Chemical propulsion - The old and the new challenges

The historical background concerning the application of liquid propellant rockets is considered. Progress to date in chemical liquid propellant rocket engines can be summarized as an increase in performance through the use of more energetic propellant combinations and increased combustion pressure. New advances regarding liquid propellant rocket engines are related to the requirement for reusability in connection with the development of the Space Shuttle.

Mccarty, J. P.↗
NASA NTRS1962

A Survey and Evaluation of High Energy Liquid Chemical Propulsion Systems: Propellant Selection Criteria for Space Missions - Part 1

This report presents the results of a study to develop a procedure for evaluating liquid propellants in order (a) to select the most appropriate propellant (from among those under development) for each of several applications on each of the various missions in the NASA program, or (b) to select new propellants (from among those being proposed) for initiation or continuation of research and development. The analysis begins with a consideration of requirements--either for the specific application or for the various classes of applications. The known characteristics of the propellant or propellants to be evaluated are then put into a convenient form for evaluation. The next step is to determine whether or not there are requirements that simply cannot be met by the propellant. If the propellant passes this test, an optimum vehicle configuration using the propellant (and meeting all requirements) is estimated. (The configuration should be optimized with respect to the total resource consumption for all aspects of the mission, including R&D, production, logistics, and operation.) The total resource consumption for this configuration is then compared with that for similar configurations using other propellants (and meeting all requirements equally well). If all factors have been properly taken into account, this comparison of resource consumption will complete the evaluation. Such an evaluation may be performed several times, in increasing detail and with correspondingly increasing accuracy, as an R&D program proceeds, and the accuracy of the data as well as the cost of the next step in the program increase. The procedure is superior to those in common use in that it minimizes both the amount of analytical work and the number of points at which subjective value judgments are made.

LIQUID PROPELLANT↗
NASA NTRS1970

Chemical Propulsion

Investigating liquid and solid propellant technology and combustion performance

Source record↗
NASA NTRS1973

New horizons in chemical propulsion

After a review of the work of the late-Fifties on free radicals for propulsion, it is concluded that atomic hydrogen would provide a potentially large increase in specific impulse. Work conducted to find an approach for isolating atomic hydrogen is considered. Other possibilities for obtaining propellants of greatly increased capability might be connected with the technology for the generation of activated states of gases, metallic hydrogen, fuels obtained from other planets, and laser transfer of energy.

Cohen, W.↗
NASA NTRS1980

Low-thrust chemical propulsion system pump technology

A study was conducted within the thrust range 450 to 9000 N (100 to 2000 pounds). Performance analyses were made on centrifugal, pitot, Barske, drag, Tesla, gear, piston, lobe, and vane pumps with liquid hydrogen, liquid methane, and liquid oxygen as propellants. Gaseous methane and hydrogen driven axial impulse turbines, vane expanders, piston expanders, and electric motors were studied as drivers. Data are presented on performance, sizes, weights, and estimated service lives and costs.

Meadville, J. W.↗
NASA NTRS1981

Low thrust chemical propulsion for orbit transfer of large space structures

For transporting Large Space Structures (LSS) from Low Earth Orbit (LEO) to Geosynchronous Equatorial Orbit (GEO), a variety of low thrust engine cycles have been evaluated for oxygen/hydrogen and oxygen/hydrocarbon propellants. The engine cycles included conventional propellant turbine drives (gas generator, expander, and staged-combustion cycles), turboalternator/electric motor pump drive, and fuel-cell/electric motor pump drive, as well as pressure-fed engines. The thrust chamber cooling limits and the engine cycle limits were established for a range of thrust levels. The candidate engine cycles were analyzed, screened, rated, and two engine cycle/configurations were selected for preliminary engine design. Preliminary engine designs for these two engines were formulated and engine design layouts prepared and parametric engine data generated.

Shoji, J. M.↗
NASA NTRS1981

Low-thrust chemical propulsion system pump technology

Candidate pump and driver systems for low thrust cargo orbit transfer vehicle engines which deliver large space structures to geosynchronous equatorial orbit and beyond are evaluated. The pumps operate to 68 atmospheres (1000 psi) discharge pressure and flowrates suited to cryogenic engines using either LOX/methane or LOX/hydrogen propellants in thrust ranges from 445 to 8900 N (100 to 2000 lb F). Analysis of the various pumps and drivers indicate that the low specific speed requirement will make high fluid efficiencies difficult to achieve. As such, multiple stages are required. In addition, all pumps require inducer stages. The most attractive main pumps are the multistage centrifugal pumps.

Sabiers, R. L.↗
NASA NTRS1982

Low-thrust chemical propulsion system propellant expulsion and thermal conditioning study

Thermal conditioning systems for satisfying engine net positive suction pressure (NPSP) requirements, and propellant expulsion systems for achieving propellant dump during a return-to-launch site (RTLS) abort were studied for LH2/LO2 and LCH4/LO2 upper stage propellant combinations. A state-of-the-art thermal conditioning system employing helium injection beneath the liquid surface shows the lowest weight penalty for LO2 and LCH4. A technology system incorporating a thermal subcooler (heat exchanger) for engine NPSP results in the lowest weight penalty for the LH2 tank. A preliminary design of two state-of-the-art and two new technology systems indicates a weight penalty difference too small to warrant development of a LH2 thermal subcooler. Analysis results showed that the LH2/LO2 propellant expulsion system is optimized for maximum dump line diameters, whereas the LCH4/LO2 system is optimized for minimum dump line diameter (LCH4) and maximum dump line diameter (LO2). The primary uncertainty is the accurate determination of two-phase flow rates through the dump system; experimentation is not recommended because this uncertainty is not considered significant.

Merino, F.↗
NASA NTRS1984

Evaluation of propellant tank insulation concepts for low-thrust chemical propulsion systems

An analytical evaluation of cryogenic propellant tank insulations for liquid oxygen/liquid hydrogen low-thrust 2224N (500 lbf) propulsion systems (LTPS) was conducted. The insulation studied consisted of combinations of N2-purged foam and multilayer insulation (MLI) as well as He-purged MLI-only. Heat leak and payload performance predictions were made for three Shuttle-launched LTPS designed for Shuttle bay packaged payload densities of 56 kg/cu m, 40 kg/cu m and 24 kg/cu m. Foam/MLI insulations were found to increase LTPS payload delivery capability when compared with He-purged MLI-only. An additional benefit of foam/MLI was reduced operational complexity because Orbiter cargo bay N2 purge gas could be used for MLI purging. Maximum payload mass benefit occurred when an enhanced convection, rather than natural convection, heat transfer was specified for the insulation purge enclosure. The enhanced convection environment allowed minimum insulation thickness to be used for the foam/MLI interface temperature selected to correspond to the moisture dew point in the N2 purge gas. Experimental verification of foam/MLI benefits was recommended. A conservative program cost estimate for testing a MLI-foam insulated tank was 2.1 million dollars. It was noted this cost could be reduced significantly without increasing program risk.

Kramer, T.↗
NASA NTRS1984

Evaluation of propellent tank insulation concepts for low-thrust chemical propulsion systems: Executive summary

Cryogenic propellant tank insulations or liquid oxygen/liquid hydrogen low-thrust 2224N (500 lbf) propulsion systems (LTPS) were assessed. The insulation studied consisted of combinations of N2-purged foam and multilayer insulation (MLI) as well as He-purged MLI-only. Heat leak and payload performance predictions were made for three shuttle-launched LTPS designed for shuttle bay packaged payload densities of 56 kg cu/m (3.5 lbm/cu ft), 40 kg/cu m (2.5 lbm/cu ft) and 24 kg/cu m (1.5 lbm/cu ft). Foam/MLI insulations were found to increase LTPS payload delivery capability when compared with He-purged MLI-only. An additional benefit of foam/MLI was reduced operational complexity because orbiter cargo bay N2 purge gas could be used for MLI purging. Maximum payload mass benefit occurred when an enhanced convection, rather than natural convection, heat transfer was specified for the insulation purge enclosure. The enhanced convection environment allowed minimum insulation thickness to be used for the foam/MLI interface temperature selected to correspond to the moisture dew point in the N2 purge gas. Experimental verification of foam/MLI benefits was recommended. A conservative program cost estimate for testing a MLI-foam insulated tank was 2.1 million dollars. This cost could be reduced significantly without increasing program risk.

Kramer, T.↗