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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 145 records · Page 8
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NASA NTRS2018

Development and Qualification of the Primary Structure of the Orion European Service Module

This paper presents an overview of the development and qualification test campaign for the primary structure of the European Service Module of ORION, the NASA spacecraft which will serve the future human exploration missions to the Moon, Mars and beyond. Under an agreement between NASA and ESA, the ORION will be powered by a European Service Module (ESM), providing also water and oxygen for astronauts' life sustainability. The development and qualification of the European Service Module (ESM) is under ESA responsibility with Airbus Defense and Space as the prime contractor. Thales Alenia Space Italia is responsible for design development, manufacturing, assembly and qualification of the Structure subsystem. The European Service Module, installed onto the launch adapter, shall support the crew module with its adapter and a launch abort system. It shall sustain: - A combination of global and local launch loads during lift off and ascent phases, - On orbit loads induced by engine firing for orbital transfers and attitude control. The ESM structure is based on a core made of Composite Fiber Reinforced Polymer (CFRP) sandwich panels complemented by aluminum alloy platforms, longerons and secondary structures. A development campaign has been implemented in order to define and validate composite parts' strength allowable values for design: coupon tests at material level, test at component level up to breadboards tests performed on main structural components (composite to metallic joints, and at panels' discontinuities). An incremental approach as defined in [1] has been followed. A qualification static test campaign at primary structure assembly level has been implemented in order to validate the design against static stiffness and ultimate strength as well as to correlate the structural Finite Element Model (FEM) used for sizing and confirm the margins of safety. The tests have been performed successfully by Thales Alenia Space Italia (TAS-I) on two flight representative structural models (STA1, STA2), in Turin facilities (Italy) between August 2015 and March 2017, with engineering support of technical representatives from Airbus, ESA, NASA and LMCO. The main development and qualification test activities and associated results are presented and discussed in the paper

Structural Testing↗
NASA NTRSDate not supplied

Artemis Innovative Assembly and Integration Operations of the Launch Abort Systemat KSC

This paper describes the Artemis program assembly and integration approach that enables affordable and low risk processing operations for the Launch Abort System at KSC. NASA is currently developing the Artemis 1 spacecraft to meet the test objectives of an uncrewed orbital mission to the moon and return to earth in 2021. The Artemis Orion spacecraft consists of a Crew Module (CM), a Service Module (SM), and a Launch Abort System (LAS) to safely transport a crew of 4 to the moon and return to earth. The LAS enables the CM to have an abort capability for the crew during the launch phase of the mission from the launch pad throughout the ascent phase. The LAS includes motor elements for abort, attitude control, and stage separation is assembled at the Launch Abort System Facility (LASF) adjacent to the CM/SM (CSM) assembly operations in the Neil Armstrong Operations and Checkout Building (O&C) at KSC. The LAS integration to the CSM is completed in the LASF and the completed Artemis spacecraft is integrated to the Space Launch System (SLS) in the Vehicle Assembly Building (VAB) at KSC. A significant LAS development flight test milestone was recently completed in 2019 for the Ascent Abort (AA-2) flight test at Cape Canaveral Air Force Station where a high-altitude abort test was successfully achieved using a Peacekeeper booster stage exercising all of the LAS systems including propulsion, avionics, and pyrotechnics demonstrating he LAS readiness for crewed flight. The first operational flight of the LAS will be for the Artemis 2 mission which is the first crewed mission for the Orion program planned in 2023.

William J Koenig↗
NASA NTRS2012

Custom Machines Advance Composite Manufacturing

Here is a brief list of materials that NASA will not be using to construct spacecraft: wood, adobe, fiberglass, bone. While it might be obvious why these materials would not make for safe space travel, they do share a common characteristic with materials that may well be the future foundation of spacecraft design: They all are composites. Formed of two or more unlike materials - such as cellulose and lignin in the case of wood, or glass fibers and plastic resin in the case of fiberglass-composites provide enhanced mechanical and physical properties through the combination of their constituent materials. For this reason, composites are used in everything from buildings, bathtubs, and countertops to boats, racecars, and sports equipment. NASA continually works to develop new materials to enable future space missions - lighter, less expensive materials that can still withstand the extreme demands of space travel. Composites such as carbon fiber materials offer promising solutions in this regard, providing strength and stiffness comparable to metals like aluminum but with less weight, allowing for benefits like better fuel efficiency and simpler propulsion system design. Composites can also be made fatigue tolerant and thermally stable - useful in space where temperatures can swing hundreds of degrees. NASA has recently explored the use of composites for aerospace applications through projects like the Composite Crew Module (CCM), a composite-constructed version of the aluminum-lithium Multipurpose Crew Capsule. The CCM was designed to give NASA engineers a chance to gain valuable experience developing and testing composite aerospace structures.

Source record↗
NASA NTRS1976

Apollo experience report: Crew station integration. Volume 1: Crew station design and development

An overview of the evolution of the design and development of the Apollo command module and lunar module crew stations is given, with emphasis placed on the period from 1964 to 1969. The organizational planning, engineering techniques, and documentation involved are described, and a detailed chronology of the meetings, reviews, and exercises is presented. Crew station anomalies for the Apollo 7 to 11 missions are discussed, and recommendations for the solution of recurring problems of crew station acoustics, instrument glass failure, and caution and warning system performance are presented. Photographs of the various crew station configurations are also provided.

Allen, L. D.↗
NASA NTRS2017

Design and Testing of CPAS Main Deployment Bag Energy Modulator

During the developmental testing program for CPAS (Capsule Parachute Assembly System), the parachute system for the NASA Orion Crew Module, simulation revealed that high loads may be experienced by the pilot risers during the most devere deployment conditions. As the role of the pilot parachutes is to deploy the main parachutes, these high loads introduced the possibility of main deployment failure. In order to mitigate these high loads, a set of energy modulators was incorporated between the pilot riser and the main deployment bag. An extensive developmental program was implemented to ensure the adequacy of these energy modulators. After initial design comparisons, the energy modulator design was validated through slow-speed joint tests as well as through high-speed bungee tests. This paper documents the design, development, and results of multiple tests completed on the final design.

Mollmann, Catherine↗
NASA NTRS2007

Boeing Crew Exploration Vehicle Environmental Control and Life Support System Architecture Overview

The Boeing Company under the teaming agreement with the Northrop Grumman Systems Corporation and in compliance with the NASA Phase 1 contract, had the responsibilities for the CEV architecture development of the Environmental control and life support (ECLS) system under the NASA Phase 1 contract. The ECLS system was comprised of the various subsystems which provided for a shirt-sleeve habitable environment for crew to live and work in the crew module of the CEV. This architecture met the NASA requirements to ferry cargo and crew to ISS, and Lunar sortie missions, with extensibility to long duration missions to Moon and MARS. This paper provides a summary overview of the CEV ECLS subsystems which was proposed in compliance with the contract activities.

Saiidi, Mo↗
NASA NTRS2009

Validation of Finite Element Crash Test Dummy Models for Predicting Orion Crew Member Injuries During a Simulated Vehicle Landing

A series of crash tests were conducted with dummies during simulated Orion crew module landings at the Wright-Patterson Air Force Base. These tests consisted of several crew configurations with and without astronaut suits. Some test results were collected and are presented. In addition, finite element models of the tests were developed and are presented. The finite element models were validated using the experimental data, and the test responses were compared with the computed results. Occupant crash data, such as forces, moments, and accelerations, were collected from the simulations and compared with injury criteria to assess occupant survivability and injury. Some of the injury criteria published in the literature is summarized for completeness. These criteria were used to determine potential injury during crew impact events.

Tabiei, Al↗
NASA NTRS2010

Orion Touchdown Heading Control

At touchdown Orion must be aligned so that the crew person's feet are forward in the direction of the horizontal velocity. To ensure that this requirement is met active heading control is being implemented on the Orion crew module. This technique reduces probability of roll-over during splashdown, assures axial loads on the crew at touchdown, and alleviates structural requirements on impact allowing for a light-weight structural design. On-board sensors are used to measure current vehicle orientation and horizontal velocity used in generation of the heading error signal. Linear velocity measured by the IMU drifts while under parachutes due to wind gusts and has to be corrected by GPS; this makes GPS critical for successful landing. Jet fire logic is achieved by use of a phase-plane and commands are realized by using roll jets from the reaction control system (RCS); using pre existing hardware eliminates additional hardware and structural requirements. Touchdown performance is measured by an orientation envelope that was co-developed with structures so that the performance requirements overlap adding system redundancy. Heading control also introduces new difficulties to be addressed such as parachute line twist torque as well as increasing vehicle sensitivity to wind shifts and sea states. Solving these difficulties requires added complexity to flight software as well as increasing the propellant required to achieve successful touchdown. while offering promising results, the criticality of GPS along with a significant propellant cost raises questions on the effectiveness of using touchdown heading control.

Kane, Mark A.↗
NASA NTRS2011

Transition in the Human Exploration of Space at NASA

NASA is taking the next step in human exploration, beyond low Earth orbit. We have been going to low Earth orbit for the past 50 years and are using this experience to work with commercial companies to perform this function. This will free NASA resources to develop the systems necessary to travel to a Near Earth Asteroid, the Moon, Lagrange Points, and eventually Mars. At KSC, we are positioning ourselves to become a multi-user launch complex and everything we are working on is bringing us closer to achieving this goal. A vibrant multi-use spaceport is to the 21st Century what the airport was to the 20th Century - an invaluable transportation hub that supports government needs while promoting economic development and commercial markets beyond Earth's atmosphere. This past year saw the end of Shuttle, but the announcements of NASA's crew module, Orion, and heavy-lift rocket, the SLS, as well as the establishment of the Commercial Crew Program. We have a busy, but very bright future ahead of us and KSC is looking forward to playing an integral part in the next era of human space exploration. The future is SLS, 21st Century Ground Systems Program, and the Commercial Crew Program; and the future is here.

Koch, Carla A.↗
NASA NTRSDate not supplied

Safety & Mission Assurance (SMA) Activities in Support of Artemis I and Plans for Artemis II

The Artemis I mission in 2022 accomplished humanity’s first venture beyond Low-Earth Orbit (LEO) with a human-rated spacecraft in over fifty years. Artemis comprises several key Program elements – Multi-Purpose Crew Vehicle (MPCV) Orion Crew Module, Service Module, Launch Abort System; the Space Launch System (SLS) and the Exploration Ground System (EGS). Much of our human spaceflight experience with crewed lunar missions is captured in historical program documents, but first-hand knowledge is limited to a few spaceflight veterans. Missions to LEO have offered the opportunity of direct, near-instantaneous communications and assistance, and the ability to return to Earth within a matter of hours in case of emergency. Outward-bound missions do not have these features and will require a more autonomous and reliable spacecraft. The assessment of compliance with applicable safety requirements and adequacy of hazard controls and verifications is the responsibility of the MPCV Safety and Engineering Review Panel (MSERP), along with a Joint [NASA/ESA] Safety and Engineering Review Panel (JSERP) for the review of the European Service Module (ESM). The MSERP has two features that are relatively unique amongst NASA safety panels. First, NASA Engineering was added as a Panel co-chair, which enhanced the Engineering organization’s engagement and level of understanding of hazard analysis methodology and results. The MSERP has representation from each office, including Flight Operations Directorate (FOD) and Health and Medical Technical Authority, supporting the Orion Program in addition to the Engineering and Safety Technical Authority co-chairs. Second, the JSERP has a second set of co-chairs from ESA Engineering and ESA Product Assurance and Safety organizations, which recognizes the international arrangement as one of partnership. This paper will focus on SMA processes, activities, and plans for the Orion element and explore unique challenges associated with Artemis II as we approach the flight of the first crewed Orion vehicle.

Paul J. Collier↗
NASA NTRS2008

Post-Landing Orion Crew Survival in Warm Ocean Areas: A Case Study in Iterative Environmental Design

The Orion crew module (CM) is being designed to perform survivable land and water landings. There are many issues associated with post-landing crew survival. In general, the most challenging of the realistic Orion landing scenarios from an environmental control standpoint is the off-nominal water landing. Available power and other consumables will be very limited after landing, and it may not be possible to provide full environmental control within the crew cabin for very long after splashdown. Given the bulk and thermal insulation characteristics of the crew-worn pressure suits, landing in a warm tropical ocean area would pose a risk to crew survival from elevated core body temperatures, if for some reason the crewmembers were not able to remove their suits and/or exit the vehicle. This paper summarizes the analyses performed and conclusions reached regarding post-landing crew survival following a water landing, from the standpoint of the crew s core body temperatures.

Rains, George E.↗
NASA NTRS2011

Demonstration of a Particle Impact Monitoring System for Crewed Space Exploration Modules

When micrometeorite or debris impacts occur on a space habitat, crew members need to be quickly informed of the likely extent of damage, and be directed to the impact location for possible repairs. The goal of the Habitat Particle Impact Monitoring System (HIMS) is to develop a fully automated, end-to-end particle impact detection system for crewed space exploration modules, both in space and on the surfaces of Solar System bodies. The HIMS uses multiple thin film piezo-polymer vibration sensors to detect impacts on a surface, and computer processing of the acoustical signals to characterize the impacts. Development and demonstration of the HIMS is proceeding in concert with NASA's Habitat Demonstration Unit (HDU) Project. The HDU Project is designed to develop and test various technologies, configurations, and operational concepts for exploration habitats. This paper describes the HIMS development, initial testing, and HDU integration efforts. Initial tests of the system on the HDU were conducted at NASA?s 2010 Desert Research and Technologies Studies (Desert-RATS). Four sensor locations were assigned near the corners of a rectangular pattern. To study the influence of wall thickness, three sets of four sensors were installed at different layer depths: on the interior of the PEM wall, on the exterior of the same wall, and on the exterior of a layer of foam insulation applied to the exterior wall. Once the system was activated, particle impacts were periodically applied by firing a pneumatic pellet gun at the exterior wall section. Impact signals from the sensors were recognized by a data acquisition system when they occurred, and recorded on a computer for later analysis. Preliminary analysis of the results found that the HIMS system located the point of impact to within 8 cm, provided a measure of the impact energy / damage produced, and was insensitive to other acoustic events. Based on this success, a fully automated version of this system will be completed and demonstrated as part of a crew "Caution/Warning" system at the 2011 Desert-RATS, along with a crew response procedure.

Opiela, J. N.↗
NASA NTRS2009

Recent Shuttle Post Flight MMOD Inspection Highlights

Post flight inspections on the Space Shuttle Atlantis conducted after the STS-11.5 mission revealed a 0.11 inch (2.8 mm) hole in the outer face sheet of the starboard payload bay door radiator panel #4. The payload bay door radiators in this region are 0.5 inch (12.7 mm) thick aluminum honeycomb with 0.011 in (0.279 mm) thick aluminum face sheets topped with 0.005 in (0.127 mm) silver-Teflon tape. Inner face sheet damage included a 0.267 in (6.78 mm) long through crack with measureable deformation in the area of 0.2 in (5.1 mm). There was also a 0.031 in (0.787 nun) diameter hole in the rear face sheet. A large approximately l in (25 mm) diameter region of honeycomb was also destroyed. Since the radiators are located on the inside of the shuttle payload bay doors which are closed during ascent and reentry, the damage could only have occurred during the on-orbit portion of the mission. During the August 2007 STS-118 mission to the International Space Station, a micro-meteoroid or orbital debris (MMOD) particle impacted and completely penetrated one of shuttle Endeavour's radiator panels and the underlying thermal control system (TCS) blanket, leaving deposits on (but no damage to) the payload bay door. While it is not unusual for shuttle orbiters to be impacted by small MMOD particles, the damage from this impact is larger than any previously seen on the shuttle radiator panels. One of the largest impacts ever observed on a crew module window occurred during the November 2008 STS-126 mission to the International Space Station. Damage to the window was documented by the crew on orbit. Post flight inspection revealed a 0.4 in (10.8 mm) crater in the window pane, with a depth of 0.03 in (0.76 mm). The window pane was replaced due to the damage caused by this impact. Analysis performed on residue contained in dental mold impressions taken of the site indicated that a meteoroid particle produced this large damage site. The post flight inspection after the subsequent mission, STS-119 in March of 2009, produced a large MMOD impact feature in a wing leading edge reinforced carbon-carbon panel. The crater measured 0.18 in (4.5 nun) in diameter and was nearly 0.037 in (0.93 nun) deep. The thickness of the silicon carbide coating that protects the carbon substrate is nominally 0.02 in (0.5 nun) to 0.04 in (1 mm), making this a significant impact into the RCC. The damage occurred on the upper surface of the panel, which experiences lower heat loads on re-entry. This poster will document the data collected from the impact sites and will include results of the Scanning Electron Microscope/Energy Dispersive X-ray (SEM/EDX) analysis. Evidence will be presented that suggests a source of the impacts.

Hyed, James L.↗
NASA NTRS2022

Concept for 2033 Crewed Mars Orbital Mission with Venus Flyby

The 2033 Mars launch period provides a unique opportunity for a round trip mission with a total flight time of only 1.6 years. A concept is presented to perform a crewed Mars orbital mission in 2033 that would minimize development and mission risk by using conventional hypergolic in-space propulsion stages with a common design. The Mars mission vehicle would include a Mars transit habitat, an Orion spacecraft, and chemical propulsion stages. It would be launched by a combination of SLS and commercial rockets to be aggregated in high Earth orbit or at the Lunar Gateway. The crew would launch to the mission vehicle in Orion as the final element in the assembly. After transit to Mars, the crew would spend about 30 days in a high Mars orbit and then return to Earth via a Venus flyby and gravity assist. A sunshade would be deployed for thermal control of the mission vehicle inside 1 AU. The crew would return directly to Earth in the Orion crew module, with the transit habitat being expended. The 2033 mission would not be a “one-off”, but could be a pathfinder for crew transport for landing missions to follow, perhaps starting as early as 2037.

Woolley, Ryan↗
NASA NTRS2008

Ares Integrated Vehicle System Safety Team

NASA is working on the Constellation Program to go to the Moon and beyond. The Program contains a number of projects: a) The Ares I Launch Vehicle for the Orion Crew Module; b) The Ares V Launch Vehicle to launch large payloads into orbit, including the Earth Departure Stage (EDS); d) The Orion vehicle to transport the crew to orbit and to other destinations; and d - The Altair Lunar Lander

Wetherholt, Jon↗
NASA NTRS2011

First Stage Solid Propellant Multi Debris Thermal Analysis

The crew launch vehicle considered for the Constellation (Cx) Program utilizes a first stage solid rocket motor. If an abort is initiated in first stage flight the Crew Module (CM) will separate and be pulled away from the launch vehicle via a Launch Abort System (LAS) in order to safely and quickly carry the crew away from the malfunction launch vehicle. Having aborted the mission, the launch vehicle will likely be destroyed via a Flight Termination System (FTS) in order to prevent it from errantly traversing back over land and posing a risk to the public. The resulting launch vehicle debris field, composed primarily of first stage solid propellant, poses a threat to the CM. The harsh radiative thermal environment induced by surrounding burning propellant debris may lead to CM parachute failure. A methodology, detailed herein, has been developed to address this concern and quantify the risk of first stage propellant debris leading to radiative thermal demise of the CM parachutes. Utilizing basic thermal radiation principles, a software program was developed to calculate parachute temperature as a function of time for a given abort trajectory and debris piece trajectory set. Two test cases, considered worst-case aborts with regard to launch vehicle debris environments, were analyzed using the simulation: an abort declared at Mach 1 and an abort declared at maximum dynamic pressure (Max Q). For both cases, the resulting temperature profiles indicated that thermal limits for the parachutes were not exceeded. However, short duration close encounters by single debris pieces did have a significant effect on parachute temperature, with magnitudes on the order of 10 s of degrees Fahrenheit. Therefore while these two test cases did not indicate exceedance of thermal limits, in order to quantify the risk of parachute failure due to radiative effects from the abort environment, a more thorough probability-based analysis using the methodology demonstrated herein must be performed.

Toleman, Benjamin M.↗
NASA NTRS1978

Shuttle crew station astronaut interfaces

The current shuttle orbiter configuration and its crew module and payload bay accomodations for work and off duty activities are described. The capability of the remote manipulator system and provisions to support extravehicular activities are examined with emphasis on flight crew activities for orbital flight tests and for early operational space transportation system flights. Facilities used to verify crew interfaces are also described.

Franklin, G. C.↗
NASA NTRS1980

Orbit to orbit transportation

Orbital transfer vehicle propulsion options for SPS include both chemical (COTV) and electrical (EOTV) options. The proposed EOTV construction method is similar to that of the SPS and, by the addition of a transmitting antenna, may serve as a demonstration or precursor satellite option. The results of the studies led to the selection of a single stage COTV for crew and priority cargo transfer. An EOTV concept is favored for cargo transfer because of the more favorable orbital burden factor over chemical systems. The gallium arsenide solar array is favored over the silicon array because of its self annealing characteristics of radiation damage encountered during multiple transitions through the Van Allen radiation belt. Transportation system operations are depicted. A heavy lift launch vehicle (HLLV) delivers cargo and propellants to LEO, which are transferred to a dedicated EOTV by means of an intraorbit transfer vehicle (IOTV) for subsequent transfer to GEO. The space shuttle is used for crew transfer from Earth to LEO. At the LEO base, the crew module is removed from the shuttle cargo bay and mated to a COTV for transfer to GEO. Upon arrival at GEO, the SPS construction cargo is transferred from the EOTV to the SPS construction base by IOTV. Crew consumables and resupply propellants are transported to GEO by the EOTV. Transportation requirements are dominated by the vast quantity of materials to be transported to LEO and GEO.

Bergeron, R. P.↗