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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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Charge Deposition/Neutralization and Dust Removal via Plasma Interactions

Electrically charged and chemically reactive lunar dust can cause serious problems to spacecraft, surface equipment, and astronaut health, so understanding its interaction with and transport through the lunar plasma environment is important to dust mitigation efforts. We explore the charging of granular material in the natural environment of the Moon, recreate those conditions in the laboratory under high vacuum, and examine dust transport and charge neutralization for application in future lunar missions. Phenomena such as charge deposition via electron and ion beams, photoionization through ultraviolet light exposure, neutralization of charge through impingement by an ionized compressed gas, and tribocharging during dust liberation from surfaces will be presented. Surface materials of interest such as floating/grounded conductors and orthofabric for spacesuits are the preliminary focus of this effort. An electrometer is used to characterize currents interacting with the surfaces in the case of the electron/ion/UV source exposure, an electrostatic voltmeter is used to measure the potential on the surfaces without inadvertently discharging them, and a charge plate monitor is used to verify the efficiency of discharging the surfaces via ionized gas impingement. After setup of the initial charge conditions on the surfaces, a quick burst of high-pressure gas is used to overcome adhesion forces and initially dislodge the dust from the surfaces, followed by a low flow of gas that is ionized via application of a strong electric field. The gas is released in a high vacuum environment so as the pressure drops from the initial compressed state through to the vacuum state, the mean free path reaches a point where ionization can occur before all the gas disperses into the vacuum. This ionized gas can then neutralize both the dust and the surface to ensure minimal resettling. Several parameters such as gas composition, electrode geometry, high voltage waveform shape/polarity, and pulse timing have been explored and will be presented here.

electrostatics↗
NASA NTRS2003

Process for Smoothing an Si Substrate after Etching of SiO2

A reactive-ion etching (RIE) process for smoothing a silicon substrate has been devised. The process is especially useful for smoothing those silicon areas that have been exposed by etching a pattern of holes in a layer of silicon dioxide that covers the substrate. Applications in which one could utilize smooth silicon surfaces like those produced by this process include fabrication of optical waveguides, epitaxial deposition of silicon on selected areas of silicon substrates, and preparation of silicon substrates for deposition of adherent metal layers. During etching away of a layer of SiO2 that covers an Si substrate, a polymer becomes deposited on the substrate, and the substrate surface becomes rough (roughness height approximately equal to 50 nm) as a result of over-etching or of deposition of the polymer. While it is possible to smooth a silicon substrate by wet chemical etching, the undesired consequences of wet chemical etching can include compromising the integrity of the SiO2 sidewalls and undercutting of the adjacent areas of the silicon dioxide that are meant to be left intact. The present RIE process results in anisotropic etching that removes the polymer and reduces height of roughness of the silicon substrate to less than 10 nm while leaving the SiO2 sidewalls intact and vertical. Control over substrate versus sidewall etching (in particular, preferential etching of the substrate) is achieved through selection of process parameters, including gas flow, power, and pressure. Such control is not uniformly and repeatably achievable in wet chemical etching. The recipe for the present RIE process is the following: Etch 1 - A mixture of CF4 and O2 gases flowing at rates of 25 to 75 and 75 to 125 standard cubic centimeters per minute (stdcm3/min), respectively; power between 44 and 55 W; and pressure between 45 and 55 mtorr (between 6.0 and 7.3 Pa). The etch rate lies between approximately equal to 3 and approximately equal to 6 nm/minute. Etch 2 - O2 gas flowing at 75 to 125 stdcm3/min, power between 44 and 55 W, and pressure between 50 and 100 mtorr (between 6.7 and 13.3 Pa).

Turner, Tasha↗
NASA NTRS2011

Base Flow Investigation of the Apollo AS-202 Command Module

In recent years, both Europe and the US are developing hypersonic research and operational vehicles. These include (re)entry capsules (both ballistic and lifting) and lifting bodies such as ExoMars, EXPERT, ARV, CEV and IXV. The research programs are meant to enable technology and engineering capabilities to support during the next decade the development of affordable (possibly reusable) space transportation systems as well as hypersonic weapons systems for time critical targets. These programs have a broad range of goals, ranging from the qualification of thermal protection systems, the assessment of RCS performances, the development of GNC algorithms, to the full demonstration of the performance and operability of the integrated vehicles. Since the aerothermodynamic characteristics influence nearly all elements of the vehicle design, the accurate prediction of the aerothermal environment is a prerequisite for the design of efficient hypersonic systems. Significant uncertainties in the prediction of the hypersonic aerodynamic and the aerothermal loads can lead to conservative margins in the design of the vehicle including its Outer Mould Line (OML), thermal protection system, structure, and required control system robustness. The current level of aerothermal prediction uncertainties results therefore in reduced vehicle performances (e.g., sub-optimal payload to mass ratio, increased operational constraints). On the other hand, present computational capabilities enable the simulation of three dimensional flow fields with complex thermo-chemical models over complete trajectories and ease the validation of these tools by, e.g., reconstruction of detailed wind tunnel tests performed under identified and controlled conditions (flow properties and vehicle attitude in particular). These controlled conditions are typically difficult to achieve when performing in flight measurements which in turn results in large associated measurement uncertainties. Similar problems arise when attempting to rebuild measurements performed in "hot" ground facilities, where the difficulty level is increased by the addition of the free-flow characterization itself. The implementation of ever more sophisticated thermochemical models is no obvious cure to the aforementioned problems since their effect is often overwhelmed by the large measurement uncertainties incurred in both flight and ground high enthalpy facilities. Concurrent to the previous considerations, a major contributor to the overall vehicle mass of re-entry vehicles is the afterbody thermal protection system. This is due to the large acreage (equal or bigger than that of the forebody) to be protected. The present predictive capabilities for base flows are comparatively lower than those for windward flowfields and offer therefore a substantial potential for improving the design of future re-entry vehicles. To that end, it is essential to address the accuracy of high fidelity CFD tools exercised in the US and EU, which motivates a thorough investigation of the present status of hypersonic flight afterbody heating. This paper addresses the predictive capabilities of after body flow fields of re-entry vehicles investigated in the frame of the NATO/RTO - RTG-043 Task Group and is structured as follows: First, the verification of base flow topologies on the basis of available wind-tunnel results performed under controlled supersonic conditions (i.e., cold flows devoid of reactive effects) is performed. Such tests address the detailed characterization of the base flow with particular emphasis on separation/reattachment and their relation to Mach number effects. The tests have been performed on an Apollo-like re-entry capsule configuration. Second, the tools validated in the frame of the previous effort are exercised and appraised against flight-test data collected during the Apollo AS-202 re-entry.

Walpot, Louis M. G.↗
NASA NTRS2022

Separating Propulsive Mass and Energy for Space Applications

Initially and traditionally, space access and in-space propulsion utilized combustion and expulsion of chemical “fuels” carried on board, with performance governed by the rocket equation. These chemicals produced energy, and after combustion, constituted the propulsive mass/momentum. The best such chemicals in terms of Isp that are deemed safe engineering/mission wise are hydrogen and oxygen, producing some 450 seconds of Isp. There are more reactive chemicals, such as fluorine, which have higher Isp, but also have serious safety issues. Propulsion in atmospheres can ingest atmospheric constituents (aka “airbreathing propulsion”) which provide additional propulsive mass when heated and a component of the combustion/energy generation process. This utilization of non-stored/carried propulsive mass provides partial separation of propulsive mass and energy and produces higher Isp. The other approach to separating propulsive mass and energy is to, either on board or added from offboard, supply additional energy, such as from nuclear or solar sources. This is the approach for fission nuclear thermal and electric propulsion, which can provide an Isp in excess of 800 seconds of Isp. Other processes or in addition to thermal expansion, such as electro-magnetics, can be employed to increase exit velocity and Isp. Separating propulsive mass and energy for space faring is commonly referred to as a means to circumvent the rocket equation and is capable of producing major benefits for the development of commercial deep space and space faring in general including affordable fast transits to mitigate the human health impacts of galactic cosmic radiation (GCR) and microG. The key to higher than chemical Isp, beyond H2-O2, and beyond the radiated energy and systems limitations of solar for space faring, is a light weight, high energy density source, either on board or via utilization of energy beaming to the vehicle. Traditional energy sources include chemical, heat, electrics, mechanical, photons, and nuclear. Propulsive mass can be carried on board, sourced beyond the surface of Earth via in-situ resource utilization (ISRU), and includes harvesting from atmospheres. High Isp via electromagnetic related propulsive mass acceleration requires sufficient ionization and conductivity. The major metrics for space propulsion are costs, safety, Isp, weight, and thrust level, the latter dependent upon mission requirements. High thrust for human missions is needed to reduce time exposed to radiation and microG and high thrust is required for space access. Costs of space access are reducing via reusability, printing manufacture, and robotization of manufacturing and operation. Chemical rockets provide high thrust from the expansion of the heated mass constituents at high mass flow. The other high thrust propulsion approach is magnetohydrodynamics (MHD), which, in addition to high thrust, has a high Isp of over 2,000 seconds of Isp. The VASIMIR engine offers some 5,000 seconds of Isp at high thrust [ref. 3]. Electric propulsion cycles are capable of Isp much higher than that but at low thrust levels using available energy sources. With cost as a major metric, reusable rockets and improved manufacturing and operations are rapidly greatly lowering the costs of space access, which could provide/supply in space fuel depots and affordable chemical propulsion for the desired human fast transits (e.g., some 200-day round trips to Mars). The other option for fast transits is VASIMIR, given a nuclear on-board energy source that has the requisite many megawatts of power and an alpha, kgs of weight/kW of energy produced, on the order of one (i.e., a light weight, high energy density energy source). The purpose of this report is to examine the options beyond traditional rocket engines, where propulsive mass and energy are combined, specifically the separation of propulsive mass and energy. This report considers the spectrum of advanced energetics, sources of propulsive mass, conductivity enhancement approaches, energy beaming possibilities, and candidate propulsion cycles. Suggestions are made for various combinatorial, system level, beyond traditional combustion rocket, space propulsion approaches for human deep space missions given the changing conditions of increased knowledge of deep space resources for ISRU, revolutionary energetics, and technology advancements writ large.

Dennis M. Bushnell↗