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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Metering Gas Strut for Separating Rocket Stages

A proposed gas strut system would separate a liquid-fueled second rocket stage from a solid-fueled first stage using an array of pre-charged struts. The strut would be a piston-and-cylinder mechanism containing a compressed gas. Adiabatic expansion of the gas would drive the extension of the strut. The strut is designed to produce a force-versus-time profile, chosen to prevent agitation of the liquid fuel, in which the force would increase from an initial low value to a peak value, then decay toward the end of the stroke. The strut would include a piston chamber and a storage chamber. The piston chamber would initially contain gas at a low pressure to provide the initial low separation force. The storage chamber would contain gas at a higher pressure. The piston would include a longitudinal metering rod containing an array of small holes, sized to restrict the flow gas between the chambers, that would initially not be exposed to the interior of the piston chamber. During subsequent expansion, the piston motion would open more of the metering holes between the storage and piston chambers, thereby increasing the flow of gas into the piston chamber to produce the desired buildup of force.

Floyd, Brian↗
NASA NTRS1980

Development of a nitrogen generation system

An eight-stage nitrogen generation module was developed. The design integrated a hydrazine catalytic dissociator, three ammonia dissociation stages and four palladium/silver hydrogen separator stages. Alternating ammonia dissociation and hydrogen separation stages are used to remove hydrogen and ammonia formed in the dissociation of hydrazine which results in negligible ammonia and hydrogen concentrations in the product nitrogen stream. An engineering breadboard nitrogen supply subsystem was also developed. It was developed as an integratable subsystem for a central spacecraft air revitalization system. The subsystem consists of the hydrazine storage and feed mechanism, the nitrogen generation module, the peripheral mechanical and electrical components required to control and monitor subsystem performance, and the instrumentation required to interface with other subsystems of an air revitalization system. The breadboard nitrogen supply subsystem was integrated and tested with a one-person capacity experimental air revitalization system. The integration, checkout and testing was successfully accomplished.

Heppner, D. B.↗
NASA NTRS2016

Development of Constraint Force Equation Methodology for Application to Multi-Body Dynamics Including Launch Vehicle Stage Seperation

The objective of this report is to develop and implement a physics based method for analysis and simulation of multi-body dynamics including launch vehicle stage separation. The constraint force equation (CFE) methodology discussed in this report provides such a framework for modeling constraint forces and moments acting at joints when the vehicles are still connected. Several stand-alone test cases involving various types of joints were developed to validate the CFE methodology. The results were compared with ADAMS(Registered Trademark) and Autolev, two different industry standard benchmark codes for multi-body dynamic analysis and simulations. However, these two codes are not designed for aerospace flight trajectory simulations. After this validation exercise, the CFE algorithm was implemented in Program to Optimize Simulated Trajectories II (POST2) to provide a capability to simulate end-to-end trajectories of launch vehicles including stage separation. The POST2/CFE methodology was applied to the STS-1 Space Shuttle solid rocket booster (SRB) separation and Hyper-X Research Vehicle (HXRV) separation from the Pegasus booster as a further test and validation for its application to launch vehicle stage separation problems. Finally, to demonstrate end-to-end simulation capability, POST2/CFE was applied to the ascent, orbit insertion, and booster return of a reusable two-stage-to-orbit (TSTO) vehicle concept. With these validation exercises, POST2/CFE software can be used for performing conceptual level end-to-end simulations, including launch vehicle stage separation, for problems similar to those discussed in this report.

Pamadi, Bandu N.↗
NASA NTRS2008

Integrated Testing Approaches for the NASA Ares I Crew Launch Vehicle

The Ares I crew launch vehicle is being developed by the U.S. National Aeronautics and Space Administration (NASA) to provide crew and cargo access to the International Space Station (ISS) and, together with the Ares V cargo launch vehicle, serves as a critical component of NASA's future human exploration of the Moon. During the preliminary design phase, NASA defined and began implementing plans for integrated ground and flight testing necessary to achieve the first human launch of Ares I. The individual Ares I flight hardware elements - including the first stage five segment booster (FSB), upper stage, and J-2X upper stage engine - will undergo extensive development, qualification, and certification testing prior to flight. Key integrated system tests include the upper stage Main Propulsion Test Article (MPTA), acceptance tests of the integrated upper stage and upper stage engine assembly, a full-scale integrated vehicle ground vibration test (IVGVT), aerodynamic testing to characterize vehicle performance, and integrated testing of the avionics and software components. The Ares I-X development flight test will provide flight data to validate engineering models for aerodynamic performance, stage separation, structural dynamic performance, and control system functionality. The Ares I-Y flight test will validate ascent performance of the first stage, stage separation functionality, validate the ability of the upper stage to manage cryogenic propellants to achieve upper stage engine start conditions, and a high-altitude demonstration of the launch abort system (LAS) following stage separation. The Orion 1 flight test will be conducted as a full, un-crewed, operational flight test through the entire ascent flight profile prior to the first crewed launch.

Taylor, James L.↗
DOE OSTI2018

Isotope Enrichment Using Microchannel Distillation Technology (Final Report)

The Pacific Northwest National Laboratory has successfully demonstrated isotopic enrichment with microchannel distillation (MCD) technology, a capability for process intensification of chemical boiling point separations (CBPS). Sixty separation stages were achieved in a single device, a new record for process intensification technologies. The minimum length of a separation stage was 0.41 cm, a factor of 5 smaller than the best commercial advanced structured packing. The reduced separation stage length dramatically shortens the column length, which is particularly important for isotopic enrichment that typically requires thousands of stages. A key advantage of MCD technology is scalability, which was demonstrated by increasing the length of the test device by a factor of 2.5 and doubling the number of channels while improving performance. Results were obtained for two separations, propane from propylene and isotopic enrichment of methane, which along with previous results with other separations, demonstrates the versatility and utility of MCD for difficult separations. By employing capillary forces, MCD devices can operated in a horizontal configuration that facilitates a lower equipment profile and compact systems. Compact systems are easier and cheaper to insulate and operate at cryogenic temperatures that are typical for isotopic enrichment. MCD devices have been operated as low as the normal boiling point of methane, -162°C, and as high as the boiling point of diesel fuel, ~300°C.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1984

Separation and Staging Mechanisms for the Indian SLV-3 Launch Vehicle

A unique separation and jettison system for the ascent fairing and a staging system for the apogee motor of the first Indian satellite launch vehicle are described. Design features, development problems, and mission constraints are discussed in addition to the solutions adopted. A qualification summary is included for each system, and flight results obtained from SLV-3 launches are described.

Abdulmajeed, M. K.↗
NASA NTRS1993

Models of classical and recurrent novae

The behavior of novae may be divided roughly into two separate stages: quiescence and outburst. However, at closer inspection, both stages cannot be separated. It should be attempted to explain features in both stages with a similar model. Various simple models to explain the observed light and spectral observations during post optical maximum activity are conceivable. In instantaneous ejection models, all or nearly all material is ejected in a time that is short compared with the duration of post optical maximum activity. Instantaneous ejection type 1 models are those where the ejected material is in a fairly thin shell, the thickness of which remains small. In the instantaneous ejection type 2 model ('Hubble Flow'), a thick envelope is ejected instantaneously. This envelope remains thick as different parts have different velocities. Continued ejection models emphasize the importance of winds from the nova after optical maximum. Ejection is supposed to occur from one of the components of the central binary, and one can imagine a general swelling of one of the components, so that something resembling a normal, almost stationary, stellar photosphere is observed after optical maximum. The observed characteristics of recurrent novae in general are rather different from those of classical novae, thus, models for these stars need not be the same.

Friedjung, Michael↗
DOE OSTI2017

Pilot-Scale Silicone Process for Low-Cost Carbon Dioxide Capture. Final Scientific/Technical Report

GE Global Research has developed, over the last 8 years, a platform of cost effective CO 2 capture technologies based on a non-aqueous aminosilicone solvent (GAP-1m). As demonstrated in a previous funded DOE project (DE-FE0007502), the GAP-1m solvent has increased CO 2 working capacity, lower volatility and corrosivity than the benchmark aqueous amine technology. The current report describes the cooperative program between GE Global Research (GE GRC), and the National Carbon Capture Center (NCCC) to design, construct, and operate a pilot-scale process using GAP-1m solvent to demonstrate its performance at 0.5 MWe. (i) Performance of the GAP-1m solvent was demonstrated in a 0.5 MWe pilot with real flue gas for over 900 hrs. of operation using two alternative desorption designs: a Continuous Stirred Tank Reactor (CSTR), and a Steam Stripper Column (SSC). The CSTR is a one-stage separation unit with reduced space requirements, and capital cost. The alternative is a multi-stage separation column, with improved desorption efficiency. Testing the two desorber options allowed us to identify the most cost effective, and space efficient desorber solution. (ii) CSTR Campaign: The CSTR desorber unit was designed, fabricated and integrated with the pilot solvent test unit (PSTU), replacing the PSTU Steam Stripper Column at NCCC. Solvent management and waste water special procedures were implemented to accommodate operation of the non-aqueous solvent in the PSTU. Performance of the GAP-1m solvent with the CSTR was demonstrated for over 500 hrs. while varying temperature of the desorption (230 – 265 oF), solvent circulation rate (GAP-1m : CO 2 (molar) = 1.5 – 4), and flue gas flow rates (0.2 – 0.5 MWe). Solvent carry-over in the CO 2 product was minimized by maintaining water content below 5 wt.%, and desorption pressure at 7 psig. CO 2 capture efficiency achieved was 95% at 0.25 MWe (GAP-1m : CO 2 = 4 (molar), 230 oF desorption), and 65% at 0.5 MWe (GAP-1m : CO 2 (molar) = 1.5, 248 oF). Solvent loss was dominated by thermal degradation of the rich solvent. (iii) Steam Stripper Column Campaign: Higher expected cost of the solvent vs. aqueous amines makes solvent management a top priority to maintain the low cost for the process. During the testing of the GAP-1m solvent with the CSTR, thermal degradation of the rich solvent was found to be the main mechanism in solvent loss. Small amounts of water in the working solution were found to be an effective way to enable steam stripping, thereby lowering desorption temperature, and hence reducing thermal degradation. Steam stripping also increased working capacity by 30% due to a more efficient desorption. The concept was first tested in a glass stripping column (lab scale, GE GRC), optimized in a continuous bench scale system (2 kWe, GE GRC), and demonstrated in a 0.5 MWe PSTU at NCCC. No special system modifications were required to the PSTU to accommodate the testing of the non-aqueous GAP-1 solvent with the regenerator column. SSC was found to be more robust towards solvent entrainment (H 2 O < 35 wt.%). 90 – 95% CO 2 capture efficiency was achieved under stoichiometric conditions at 0.5 MWe (235 oF desorption, 2 psig and 19 wt. % H 2 O). Both CO 2 capture efficiency and specific duty reached optimum conditions at 18 wt.% H 2 O. Low amine degradation (< 0.05 wt.%/day) was recorded over 350 hrs. of operation. Controlled water addition to GAP-1m solvent decreased the desorption temperature, thermal degradation, and improved the CO 2 working capacity due to more efficient absorption and desorption processes. Under these conditions, the GAP-1m solvent exhibited a 25% increased working capacity, and 10% reduction in specific steam duty vs. MEA, at 10 oF lower desorption temperature. (iv) Techno-economic Analysis: The pilot-scale PSTU engineering data were used to update the capture system process models, and the techno-economic analysis was performed for a 550 MW coal fired power plant. The 1st year CO 2 removal cost for the aminosilicone-based carbon-capture process was evaluated at $48/ton CO 2 using the steam stripper column. This is a 20% reduction compared to MEA, primarily due to lower overall capital cost. CO 2 cost using the CSTR desorber is dominated by the economics of the solvent make-up. The steam stripper desorber is the preferred unit operation due to a more efficient desorption, and reduced solvent make-up rate. Further reduction in CO 2 capture cost is expected by lowering the manufacturing cost of the solvent, implementing flowsheet optimization and/or implementing the next generation aminosilicone solvent with improved stability and increased CO 2 working capacity.

0.5 MW Pilot↗
NASA NTRS2009

Ares I-X: On the Threshold of Exploration

Ares I-X, the first flight of the Ares I crew launch vehicle, is less than a year from launch. Ares I-X will test the flight characteristics of Ares I from liftoff to first stage separation and recovery. The flight also will demonstrate the computer hardware and software (avionics) needed to control the vehicle; deploy the parachutes that allow the first stage booster to land in the ocean safely; measure and control how much the rocket rolls during flight; test and measure the effects of first stage separation; and develop and try out new ground handling and rocket stacking procedures in the Vehicle Assembly Building (VAB) and first stage recovery procedures at Kennedy Space Center (KSC) in Florida. All Ares I-X major elements have completed their critical design reviews, and are nearing final fabrication. The first stage--four-segment solid rocket booster from the Space Shuttle inventory--incorporates new simulated forward structures to match the Ares I five-segment booster. The upper stage, Orion crew module, and launch abort system will comprise simulator hardware that incorporates developmental flight instrumentation for essential data collection during the mission. The upper stage simulator consists of smaller cylindrical segments, which were transported to KSC in fall 2008. The crew module and launch abort system simulator were shipped in December 2008. The first stage hardware, active roll control system (RoCS), and avionics components will be delivered to KSC in 2009. This paper will provide detailed statuses of the Ares I-X hardware elements as NASA's Constellation Program prepares for this first flight of a new exploration era in the summer of 2009.

Davis, Stephan R.↗
NASA NTRS2007

Integrated System Test Approaches for the NASA Ares I Crew Launch Vehicle

The Ares I Crew Launch Vehicle (CLV) is being developed by the U.S. National Aeronautics and Space Administration (NASA) to provide crew access to the International Space Station (ISS) and, together with the Ares V Cargo Launch Vehicle (CaLV), serves as one component of a future launch capability for human exploration of the Moon. During the system requirements definition process and early design cycles, NASA defined and began implementing plans for integrated ground and flight testing necessary to achieve the first human launch of Ares I. The individual Ares I flight hardware elements: the first stage five segment booster (FSB), upper stage, and J-2X upper stage engine, will undergo extensive development, qualification, and certification testing prior to flight. Key integrated system tests include the Main Propulsion Test Article (MPTA), acceptance tests of the integrated upper stage and upper stage engine assembly, a full-scale integrated vehicle dynamic test (IVDT), aerodynamic testing to characterize vehicle performance, and integrated testing of the avionics and software components. The Ares I-X development flight test will provide flight data to validate engineering models for aerodynamic performance, stage separation, structural dynamic performance, and control system functionality. The Ares I-Y flight test will validate ascent performance of the first stage, stage separation functionality, and a highaltitude actuation of the launch abort system (LAS) following separation. The Orion-1 flight test will be conducted as a full, un-crewed, operational flight test through the entire ascent flight profile prior to the first crewed launch.

Cockrell, Charles E., Jr.↗
NASA NTRS2011

CLVTOPS Liftoff and Separation Analysis Validation Using Ares I-X Flight Data

CLVTOPS is a multi-body time domain flight dynamics simulation tool developed by NASA s Marshall Space Flight Center (MSFC) for a space launch vehicle and is based on the TREETOPS simulation tool. CLVTOPS is currently used to simulate the flight dynamics and separation/jettison events of the Ares I launch vehicle including liftoff and staging separation. In order for CLVTOPS to become an accredited tool, validation against other independent simulations and real world data is needed. The launch of the Ares I-X vehicle (first Ares I test flight) on October 28, 2009 presented a great opportunity to provide validation evidence for CLVTOPS. In order to simulate the Ares I-X flight, specific models were implemented into CLVTOPS. These models include the flight day environment, reconstructed thrust, reconstructed mass properties, aerodynamics, and the Ares I-X guidance, navigation and control models. The resulting simulation output was compared to Ares I-X flight data. During the liftoff region of flight, trajectory states from the simulation and flight data were compared. The CLVTOPS results were used to make a semi-transparent animation of the vehicle that was overlaid directly on top of the flight video to provide a qualitative measure of the agreement between the simulation and the actual flight. During ascent, the trajectory states of the vehicle were compared with flight data. For the stage separation event, the trajectory states of the two stages were compared to available flight data. Since no quantitative rotational state data for the upper stage was available, the CLVTOPS results were used to make an animation of the two stages to show a side-by-side comparison with flight video. All of the comparisons between CLVTOPS and the flight data show good agreement. This paper documents comparisons between CLVTOPS and Ares I-X flight data which serve as validation evidence for the eventual accreditation of CLVTOPS.

Burger, Ben↗
NASA NTRS2003

Aerosciences, Aero-Propulsion and Flight Mechanics Technology Development for NASA's Next Generation Launch Technology Program

The Next Generation Launch Technology (NGLT) program, Vehicle Systems Research and Technology (VSR&T) project is pursuing technology advancements in aerothermodynamics, aeropropulsion and flight mechanics to enable development of future reusable launch vehicle (RLV) systems. The current design trade space includes rocket-propelled, hypersonic airbreathing and hybrid systems in two-stage and single-stage configurations. Aerothermodynamics technologies include experimental and computational databases to evaluate stage separation of two-stage vehicles as well as computational and trajectory simulation tools for this problem. Additionally, advancements in high-fidelity computational tools and measurement techniques are being pursued along with the study of flow physics phenomena, such as boundary-layer transition. Aero-propulsion technology development includes scramjet flowpath development and integration, with a current emphasis on hypervelocity (Mach 10 and above) operation, as well as the study of aero-propulsive interactions and the impact on overall vehicle performance. Flight mechanics technology development is focused on advanced guidance, navigation and control (GN&C) algorithms and adaptive flight control systems for both rocket-propelled and airbreathing vehicles.

Cockrell, Charles E., Jr.↗
NASA NTRS2008

The Development of the Ares I-X Flight Test

The National Aeronautics and Space Administration (NASA) Constellation Program (CxP) has identified a series of tests to provide insight into the design and development of the Ares I Crew Launch Vehicle (CLV) and the Orion Crew Exploration Vehicle (CEV). Ares I-X was created as the first suborbital development flight test to help meet CxP objectives. The Ares I-X flight vehicle is an early operational model of Ares, with specific emphasis on Ares I and ground operation characteristics necessary to meet Ares I-X flight test objectives. Ares I-X will encompass the design and construction of an entire system that includes the Flight Test Vehicle (FTV) and associated operations. The FTV will be a test model based on the Ares I design. Select design features will be incorporated in the FTV design to emulate the operation of the CLV in order to meet the flight test objectives. The operations infrastructure and processes will be customized for Ares I-X, while still providing data to inform the developers of the launch processing system for Ares/Orion. The FTV is comprised of multiple elements and components that will be developed at different locations. The components will be delivered to the launch/assembly site, Kennedy Space Center (KSC), for assembly of the elements and components into an integrated, flight-ready, launch vehicle. The FTV will fly a prescribed trajectory in order to obtain the necessary data to meet the objectives. Ares I-X will not be commanded or controlled from the ground during flight, but the FTV will be equipped with telemetry systems, a data recording capability and a flight termination system (FTS). The in-flight part of the test includes a trajectory to simulate maximum dynamic pressure during flight and perform a stage separation representative of the CLV. The in-flight test also includes separation of the Upper Stage Simulator (USS) from the First Stage and recovery of the First Stage. The data retrieved from the flight test will be analyzed and used in the design and development of the Ares I vehicle. This paper will discuss the challenges in developing a new launch vehicle in a very short timeframe. The duration from formal Authority to Proceed to launch is 32 months with launch scheduled for April, 2009. The discussion will include changes to organizational structure, system engineering approaches, and early lessons learned for a fast tracked and highly visible project.

Ess, Robert H.↗
NASA NTRS2010

Ares I-X Launch Abort System, Crew Module, and Upper Stage Simulator Vibroacoustic Flight Data Evaluation, Comparison to Predictions, and Recommendations for Adjustments to Prediction Methodology and Assumptions

The National Aeronautics and Space Administration (NASA) Constellation Program (CxP) has identified a series of tests to provide insight into the design and development of the Crew Launch Vehicle (CLV) and Crew Exploration Vehicle (CEV). Ares I-X was selected as the first suborbital development flight test to help meet CxP objectives. The Ares I-X flight test vehicle (FTV) is an early operational model of CLV, with specific emphasis on CLV and ground operation characteristics necessary to meet Ares I-X flight test objectives. The in-flight part of the test includes a trajectory to simulate maximum dynamic pressure during flight and perform a stage separation of the Upper Stage Simulator (USS) from the First Stage (FS). The in-flight test also includes recovery of the FS. The random vibration response from the ARES 1-X flight will be reconstructed for a few specific locations that were instrumented with accelerometers. This recorded data will be helpful in validating and refining vibration prediction tools and methodology. Measured vibroacoustic environments associated with lift off and ascent phases of the Ares I-X mission will be compared with pre-flight vibration predictions. The measured flight data was given as time histories which will be converted into power spectral density plots for comparison with the maximum predicted environments. The maximum predicted environments are documented in the Vibroacoustics and Shock Environment Data Book, AI1-SYS-ACOv4.10 Vibration predictions made using statistical energy analysis (SEA) VAOne computer program will also be incorporated in the comparisons. Ascent and lift off measured acoustics will also be compared to predictions to assess whether any discrepancies between the predicted vibration levels and measured vibration levels are attributable to inaccurate acoustic predictions. These comparisons will also be helpful in assessing whether adjustments to prediction methodologies are needed to improve agreement between the predicted and measured flight data. Future assessment will incorporate hybrid methods in VAOne analysis (i.e., boundary element methods, BEM and finite element methods, FEM). These hybrid methods will enable the ability to import NASTRAN models providing much more detailed modeling of the underlying beams and support structure of the ARES 1-X test vehicle. Measured acoustic data will be incorporated into these analyses to improve correlation for additional post flight analysis.

Smith, Andrew↗
NASA NTRS2011

Ares I-X Best Estimated Trajectory Analysis and Results

The Ares I-X trajectory reconstruction produced best estimated trajectories of the flight test vehicle ascent through stage separation, and of the first and upper stage entries after separation. The trajectory reconstruction process combines on-board, ground-based, and atmospheric measurements to produce the trajectory estimates. The Ares I-X vehicle had a number of on-board and ground based sensors that were available, including inertial measurement units, radar, air-data, and weather balloons. However, due to problems with calibrations and/or data, not all of the sensor data were used. The trajectory estimate was generated using an Iterative Extended Kalman Filter algorithm, which is an industry standard processing algorithm for filtering and estimation applications. This paper describes the methodology and results of the trajectory reconstruction process, including flight data preprocessing and input uncertainties, trajectory estimation algorithms, output transformations, and comparisons with preflight predictions.

Karlgaard, Christopher D.↗
NASA NTRS2011

Ares I-X Best Estimated Trajectory and Comparison with Pre-Flight Predictions

The Ares I-X trajectory reconstruction produced best estimated trajectories of the flight test vehicle ascent through stage separation, and of the first and upper stage entries after separation. The trajectory reconstruction process combines on-board, ground-based, and atmospheric measurements to produce the trajectory estimates. The Ares I-X vehicle had a number of on-board and ground based sensors that were available, including inertial measurement units, radar, air- data, and weather balloons. However, due to problems with calibrations and/or data, not all of the sensor data were used. The trajectory estimate was generated using an Iterative Extended Kalman Filter algorithm, which is an industry standard processing algorithm for filtering and estimation applications. This paper describes the methodology and results of the trajectory reconstruction process, including flight data preprocessing and input uncertainties, trajectory estimation algorithms, output transformations, and comparisons with preflight predictions.

Karlgaard, Christopher D.↗