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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
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Magnetic bearing

A magnetic bearing is described which includes a pair of coaxial, toroidal, and permanent magnets having axially directed poles. Like poles of the permanent magnets are adjacent to each other, whereby the permanent magnets have a tendency to be urged apart along the common axis. An electromagnet is wound coaxially with the permanent magnets in such a manner that the poles are axially directed. Between the poles of each permanent magnet there is a low magnetic reluctance circuit including two series air gaps. Between the poles of the electromagnet a low reluctance path including only one air gap of each of the low magnetic reluctance circuits is provided. The low reluctance path for the electromagnet includes a ring axially translatable relative to the permanent magnets. The ring forms opposite faces of the air gaps in the magnetic circuits for each permanent magnet.

Studer, P. A.↗
NASA NTRS1990

Heteropolar Magnetic Suspension

Compact permanent-magnet/electromagnet actuator has six degrees of freedom. Heteropolar magnetic actuator conceived for use as actively controlled vibration-isolating suspension device. Exerts forces along, and torques about, all three principal coordinate axes to resist all three components of translational vibration and all three components of rotational vibration. Inner cylinder suspended magnetically within outer cylinder. Electro-magnet coils interact with fields of permanent magnets to provide active control of suspending force and torque.

Misovec, Kathleen↗
NASA NTRS2011

Lightweight High Efficiency Electric Motors for Space Applications

Lightweight high efficiency electric motors are needed across a wide range of space applications from - thrust vector actuator control for launch and flight applications to - general vehicle, base camp habitat and experiment control for various mechanisms to - robotics for various stationary and mobile space exploration missions. QM Power?s Parallel Path Magnetic Technology Motors have slowly proven themselves to be a leading motor technology in this area; winning a NASA Phase II for "Lightweight High Efficiency Electric Motors and Actuators for Low Temperature Mobility and Robotics Applications" a US Army Phase II SBIR for "Improved Robot Actuator Motors for Medical Applications", an NSF Phase II SBIR for "Novel Low-Cost Electric Motors for Variable Speed Applications" and a DOE SBIR Phase I for "High Efficiency Commercial Refrigeration Motors" Parallel Path Magnetic Technology obtains the benefits of using permanent magnets while minimizing the historical trade-offs/limitations found in conventional permanent magnet designs. The resulting devices are smaller, lower weight, lower cost and have higher efficiency than competitive permanent magnet and non-permanent magnet designs. QM Power?s motors have been extensively tested and successfully validated by multiple commercial and aerospace customers and partners as Boeing Research and Technology. Prototypes have been made between 0.1 and 10 HP. They are also in the process of scaling motors to over 100kW with their development partners. In this paper, Parallel Path Magnetic Technology Motors will be discussed; specifically addressing their higher efficiency, higher power density, lighter weight, smaller physical size, higher low end torque, wider power zone, cooler temperatures, and greater reliability with lower cost and significant environment benefit for the same peak output power compared to typically motors. A further discussion on the inherent redundancy of these motors for space applications will be provided.

Robertson, Glen A.↗
NASA NTRS1996

Rotordynamic Characterization of a Hybrid Superconductor Magnet Bearing

A hybrid superconductor magnet bearing uses magnetic forces between permanent magnets to provide lift and the flux pinning force between permanent magnets and superconductors to stabilize against instabilities intrinsic to the magnetic force between magnets. We have constructed a prototype kinetic energy storage system, using a hybrid superconductor magnet bearing to support a 42 lb. flywheel at the center. With five sensors on the periphery of the flywheel, we have monitored the position and attitude of the flywheel during its spin down. The results indicate low values of stiffnesses for the bearing. The implications of this and other consequences will be discussed.

Ma, Ki B.↗
NASA NTRS1993

Quasi permanent superconducting magnet of very high field

We report on persistent field in a quasi-permanent magnet made of high temperature superconductor. The material has an average of 40 percent molar excess of Y, relative to Y1Ba2Cu3O7 and has been irradiated with high energy light ions at 200 MeV. The magnet, which traps 1.52 T at 77.3 K, traps nearly 4 T at 64.5 K. No evidence of giant flux jump or sample cracking was observed.

Ren, Y.↗
NASA NTRS1972

Magnetic bearings for spacecraft

Magnetic bearings have been successfully applied to motorized rotor systems in the multi-kilogram range, at speeds up to 1200 radians per second. These engineering models also indicated the need for continued development in specific areas to make them feasible for spacecraft applications. Significant power reductions have recently been attained. A unique magnetic circuit, combining permanent magnets with electromagnetic control, has a bidirectional forcing capability with improved current sensitivity. The multi-dimensional nature of contact-free rotor support is discussed. Stable continuous radial suspension is provided by a rotationally symmetric permanent magnet circuit. Two bearings, on a common shaft, counteract the normal instability perpendicular to the rotational axis. The axial direction is servoed to prevent contact. A new bearing technology and a new field of application for magnetics is foreseen.

Studer, P. A.↗
NASA NTRS1996

Design and Performance Improvements of the Prototype Open Core Flywheel Energy Storage System

A prototype magnetically suspended composite flywheel energy storage (FES) system is operating at the University of Maryland. This system, designed for spacecraft applications, incorporates recent advances in the technologies of composite materials, magnetic suspension, and permanent magnet brushless motor/generator. The current system is referred to as an Open Core Composite Flywheel (OCCF) energy storage system. This paper will present design improvements for enhanced and robust performance. Initially, when the OCCF prototype was spun above its first critical frequency of 4,500 RPM, the rotor movement would exceed the space available in the magnetic suspension gap and touchdown on the backup mechanical bearings would occur. On some occasions it was observed that, after touchdown, the rotor was unable to re-suspend as the speed decreased. Additionally, it was observed that the rotor would exhibit unstable oscillations when the control system was initially turned on. Our analysis suggested that the following problems existed: (1) The linear operating range of the magnetic bearings was limited due to electrical and magnetic saturation; (2) The inductance of the magnetic bearings was affecting the transient response of the system; (3) The flywheel was confined to a small movement because mechanical components could not be held to a tight tolerance; and (4) The location of the touchdown bearing magnifies the motion at the pole faces of the magnetic bearings when the linear range is crucial. In order to correct these problems an improved design of the flywheel energy storage system was undertaken. The magnetic bearings were re-designed to achieve a large linear operating range and to withstand load disturbances of at least 1 g. The external position transducers were replaced by a unique design which were resistant to magnetic field noise and allowed cancellation of the radial growth of the flywheel at high speeds. A central rod was utilized to ensure the concentricity of the magnetic bearings, the motor/generator, and the mechanical touchdown bearings. In addition, the mechanical touchdown bearings were placed at two ends of the magnetic bearing stack to restrict the motion at pole faces. A composite flywheel was made using a multi-ring interference assembled design for a high specific energy density. To achieve a higher speed and better efficiency, a permanent magnet DC brushless motor was specially designed and fabricated. A vacuum enclosure was constructed to eliminate windage losses for testing at high speeds. With the new improvements the OCCF system was tested to 20,000 RPM with a total stored energy of 15.9 WH and an angular momentum of 54.8 N-m-s (40.4 lb-ft-s). Motor current limitation, caused by power loss in the magnetic bearings, was identified as causing the limit in upper operating speed.

Pang, D.↗
NASA NTRS1983

GSFC Flywheel Status

The assessment of flywheel energy storage for spacecraft power system is based on the conceptual flywheel design. This conceptual design of an integrated flywheel is based on the Mechanical Capacitor which evolved from development of magnetic bearings and permanent magnet ironless-brushless DC motors. The mechanical capacitor is based on three key technologies: (1) a composite rotor with a low ID to OD ratio for high energy density (weight and volume); (2) magnetic suspension close to the geometric center of the rotating mass to minimize loads normally encountered on the ends of a shaft, a no-wear mechanism in a vacuum environment, and to minimize losses at high rotational speeds; (3) permanent magnet ironless-brushless DC motor/generator for high efficiency of conversion and low losses at high rotational speeds. The complete system would include the necessary electronics for the motor/generator, containment, and counterrotating wheels for attitude control compatibility.

Rodriguez, G. E.↗
NASA NTRS2009

Radial Halbach Magnetic Bearings

Radial Halbach magnetic bearings have been investigated as part of an effort to develop increasingly reliable noncontact bearings for future high-speed rotary machines that may be used in such applications as aircraft, industrial, and land-vehicle power systems and in some medical and scientific instrumentation systems. Radial Halbach magnetic bearings are based on the same principle as that of axial Halbach magnetic bearings, differing in geometry as the names of these two types of bearings suggest. Both radial and axial Halbach magnetic bearings are passive in the sense that unlike most other magnetic bearings that have been developed in recent years, they effect stable magnetic levitation without need for complex active control. Axial Halbach magnetic bearings were described in Axial Halbach Magnetic Bearings (LEW-18066-1), NASA Tech Briefs, Vol. 32, No. 7 (July 2008), page 85. In the remainder of this article, the description of the principle of operation from the cited prior article is recapitulated and updated to incorporate the present radial geometry. In simplest terms, the basic principle of levitation in an axial or radial Halbach magnetic bearing is that of the repulsive electromagnetic force between (1) a moving permanent magnet and (2) an electric current induced in a stationary electrical conductor by the motion of the magnetic field. An axial or radial Halbach bearing includes multiple permanent magnets arranged in a Halbach array ("Halbach array" is defined below) in a rotor and multiple conductors in the form of wire coils in a stator, all arranged so the rotary motion produces an axial or radial repulsion that is sufficient to levitate the rotor. A basic Halbach array (see Figure 1) consists of a row of permanent magnets, each oriented so that its magnetic field is at a right angle to that of the adjacent magnet, and the right-angle turns are sequenced so as to maximize the magnitude of the magnetic flux density on one side of the row while minimizing it on the opposite side. The advantage of this configuration is that it makes it possible to approach the theoretical maximum force per unit area that could be exerted by a given amount of permanent-magnet material. The configuration is named after physicist Klaus Halbach, who conceived it for use in particle accelerators. Halbach arrays have also been studied for use in magnetic-levitation ("maglev") railroad trains. In a radial Halbach magnetic bearing, the basic Halbach arrangement is modified into a symmetrical arrangement of sector-shaped permanent magnets mounted on the outer cylindrical surface of a drum rotor (see Figure 2). The magnets are oriented to concentrate the magnetic field on their radially outermost surface. The stator coils are mounted in a stator shell surrounding the rotor.

Eichenberg, Dennis J.↗
DOE OSTI2026

Achieving uniaxial magnetic anisotropy in Ce2⁢Fe17⁢N3 through Co- and Sm-substitution

Th2⁢Zn17−type structure-based permanent magnets, such as Sm2⁢Fe17⁢N3, offer strong potential as alternatives to neodymium magnets (NdFeB), but their practical use is limited by phase stability and the scarcity of Sm. Ce-based counterparts, particularly Ce2⁢Fe17⁢N3, are attractive low-cost candidates, yet their intrinsic planar magnetic anisotropy restricts permanent-magnet performance. Here, we induce uniaxial magnetic anisotropy in Ce2⁢Fe17⁢N3 through two approaches: (i) Co substitution on the Fe sublattice and (ii) partial substitution of Ce with Sm. Combined density functional theory and experimental results show that both strategies modify the 3⁢𝑑–4⁢𝑓 interactions and band filling, yielding magnetization values up to ∼1.2T and magnetocrystalline anisotropy energies exceeding 1MJ/m3 for Co-alloyed compositions, with significantly larger anisotropy achieved upon Sm substitution. In addition, the Sm-substituted Ce2⁢Fe17⁢N3 samples exhibit enhanced high-temperature stability compared to Sm2⁢Fe17⁢N3. These findings demonstrate that Ce2⁢Fe17⁢N3-based alloys can deliver magnetic performance suitable for permanent-magnet applications while reducing cost and reliance on critical rare-earth elements, and they provide practical design guidelines for rare-earth-lean magnets for energy and industrial applications.

Pokhrel, Nabaraj [ORNL] (ORCID:0000000328283076)↗
NASA NTRS2004

Improved Electromagnetic Brake

A proposed design for an electromagnetic brake would increase the reliability while reducing the number of parts and the weight, relative to a prior commercially available electromagnetic brake. The reductions of weight and the number of parts could also lead to a reduction of cost. A description of the commercial brake is prerequisite to a description of the proposed electromagnetic brake. The commercial brake (see upper part of figure) includes (1) a permanent magnet and an electromagnet coil on a stator and (2) a rotor that includes a steel contact plate mounted, with tension spring loading, on an aluminum hub. The stator is mounted securely on a stationary object, which would ordinarily be the housing of a gear drive or a motor. The rotor is mounted on the shaft of the gear drive or motor. The commercial brake nominally operates in a fail-safe (in the sense of normally braking) mode: In the absence of current in the electromagnet coil, the permanent magnet pulls the contact plate, against the spring tension, into contact with the stator. To release the brake, one excites the electromagnet with a current of the magnitude and polarity chosen to cancel the magnetic flux of the permanent magnet, thereby enabling the spring tension to pull the contact plate out of contact with the stator. The fail-safe operation of the commercial brake depends on careful mounting of the rotor in relation to the stator. The rotor/stator gap must be set with a tolerance between 10 and 15 mils (between about 0.25 and about 0.38 mm). If the gap or the contact pad is thicker than the maximum allowable value, then the permanent magnetic field will not be strong enough to pull the steel plate across the gap. (For this reason, any contact pad between the contact plate and the stator must also be correspondingly thin.) If the gap exceeds the maximum allowable value because of shaft end play, it becomes impossible to set the brake by turning off the electromagnet current. Although it may still be possible to set the brake by applying an electromagnet current to aid the permanent magnetic field instead of canceling it, this action can mask an out-of-tolerance condition in the brake and it does not restore the fail-safe function of setting the brake when current is lost.

Martin, Toby B.↗
DOE OSTI2026

Design progress for the 22 GeV CEBAF energy upgrade

In this work we examine the progress made in the design of the proposed FFA upgrade to the Continuous Electron Beam Accelerator Facility (CEBAF). This proposed upgrade will double the number of passes through the two linacs by replacing the two highest energy arcs with new Fixed Field Alternating Gradient (FFA) arcs, roughly doubling the energy. These FFA arcs will use permanent magnets in a Halbach configuration to shape their fields. The design involves new optics for the linacs and remaining electromagnetic arcs, as well as new electromagnetic separators. These feed into the permanent magnet FFA arcs. We also report on ongoing studies of the dynamics of the beams, and an experiment to measure the effects of radiation on the permanent magnets.

Accelerator Physics↗
DOE OSTI2024

Emerging magnetic materials for electric vehicle drive motors

Abstract Increasing demand for electric vehicles (EVs) is increasing demand for the permanent magnets that drive their motors, as approximately 80% of modern EV drivetrains rely on high-performance permanent magnets to convert electricity into torque. In turn, these high-performance permanent magnets rely on rare earth elements for their magnetic properties. These elements are “critical” (i.e., at risk of limiting the growth of renewable energy technologies such as EVs), which motivates an exploration for alternative materials. In this article, we overview the relevant fundamentals of permanent magnets, describe commercialized and emerging materials, and add perspective on future areas of research. Currently, the leading magnetic material for EV motors is Nd 2 Fe 14 B, with samarium-cobalt compounds (SmCo 5 and Sm 2 Co 17 ) providing the only high-performing commercialized alternative. Emerging materials that address criticality concerns include Sm 2 Fe 17 N 3 , Fe 16 N 2 , and the L1 0 structure of FeNi, which use lower cost elements that produce similar magnetic properties. However, these temperature-sensitive materials are incompatible with current metallurgical processing techniques. We provide perspective on how advances in low-temperature synthesis and processing science could unlock new classes of high-performing magnetic materials for a paradigm shift beyond rare earth-based magnets. In doing so, we explore the question: What magnetic materials will drive future EVs? Graphical abstract

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Emerging magnetic materials for electric vehicle drive motors [Slides]

Increasing demand for electric vehicles (EVs) is increasing demand for the permanent magnets that drive their motors, as approximately 80% of modern EV drivetrains rely on high-performance permanent magnets to convert electricity into torque. In turn, these high-performance permanent magnets rely on rare earth elements for their magnetic properties. These elements are "critical" (i.e., at risk of limiting the growth of renewable energy technologies such as EVs), which motivates an exploration for alternative materials. In this article, we overview the relevant fundamentals of permanent magnets, describe commercialized and emerging materials, and add perspective on future areas of research. Currently, the leading magnetic material for EV motors is Nd 2 Fe 14 B, with samarium-cobalt compounds (SmCo 5 and Sm 2 Co 17 ) providing the only high-performing commercialized alternative. Emerging materials that address criticality concerns include Sm 2 Fe 17 N 3 , Fe 16 N 2 , and the L10 structure of FeNi, which use lower cost elements that produce similar magnetic properties. However, these temperature-sensitive materials are incompatible with current metallurgical processing techniques. We provide perspective on how advances in low-temperature synthesis and processing science could unlock new classes of high-performing magnetic materials for a paradigm shift beyond rare earth-based magnets. In doing so, we explore the question: What magnetic materials will drive future EVs?

42 ENGINEERING↗
NASA NTRS1994

Permanent superconducting magnets for space applications

Work has been done to develop superconducting trapped field magnets (TFM's) and to apply them to a bumper-tether device for magnetic docking of spacecraft. The quality parameters for TFM's are J(c), the critical current of the superconductor, and d, the diameter of the superconducting tile. During this year we have doubled d, for production models, from 1 cm to 2 cm. This was done by means of seeding, an improved temperature profile in processing, and the addition of 1 percent Pt to the superconductor chemistry. Using these tiles we have set increasing records for the fields' permanent magnets. Magnets fabricated from old 1 cm tiles trapped 1.52 Tesla at 77K, 4.0T at 65K and 7.0T at 55K. The second of these fields broke a 17 year old record set at Stanford. The third field broke our own record. More recently using 2 cm tiles, we have trapped 2.3T at 77K, and 5.3T at 65K. We expect to trap lOT at 55K in this magnet in the near future. We have also achieved increases in J(c) using a method we developed for seeding U-235, and subsequently bombarding with neutrons. This method doubles J(c). We have not yet fabricated magnets from these tiles. During this year we have increased production yields from 15 percent to 95 percent. We have explored the properties of a magnetic bumper-tether for spacecraft. We have measured the bumper forces, and their dependence on time, distance, and the field of the ordinary ferromagnet (used together with a TFM). We have accounted for 85 percent of the collision energy, and its transformation to magnetic energy and heat energy. We have learned to control the relative bumper and tether forces by controlling TFM and ferromagnetic field strengths.

Weinstein, Roy↗
NASA NTRS1995

Aspects of passive magnetic levitation based on high-T(sub c) superconducting YBCO thin films

Passive magnetic levitation systems reported in the past were mostly confined to bulk superconducting materials. Here we present fundamental studies on magnetic levitation employing cylindrical permanent magnets floating above high-T(sub c) superconducting YBCO thin films (thickness about 0.3 mu m). Experiments included free floating rotating magnets as well as well-established flexible beam methods. By means of the latter, we investigated levitation and drag force hysteresis as well as magnetic stiffness properties of the superconductor-magnet arrangement. In the case of vertical motion of the magnet, characteristic high symmetry of repulsive (approaching) and attractive (withdrawing) branches of the pronounced force-displacement hysteresis could be detected. Achievable force levels were low as expected but sufficient for levitation of permanent magnets. With regard to magnetic stiffness, thin films proved to show stiffness-force ratios about one order of magnitude higher than bulk materials. Phenomenological models support the measurements. Regarding the magnetic hysteresis of the superconductor, the Irie-Yamafuji model was used for solving the equation of force balance in cylindrical coordinates allowing for a macroscopic description of the superconductor magnetization. This procedure provided good agreement with experimental levitation force and stiffness data during vertical motion. For the case of (lateral) drag force basic qualitative characteristics could be recovered, too. It is shown that models, based on simple asymmetric magnetization of the superconductor, describe well asymptotic transition of drag forces after the change of the magnet motion direction. Virgin curves (starting from equilibrium, i.e. symmetric magnetization) are approximated by a linear approach already reported in literature only. This paper shows that basic properties of superconducting thin films allow for their application to magnetic levitation or - without need of levitation forces, e.g. microgravity - magnetic damping devices.

Schoenhuber, P.↗
NASA NTRS1986

Finite element modelling of non-linear magnetic circuits using Cosmic NASTRAN

The general purpose Finite Element Program COSMIC NASTRAN currently has the ability to model magnetic circuits with constant permeablilities. An approach was developed which, through small modifications to the program, allows modelling of non-linear magnetic devices including soft magnetic materials, permanent magnets and coils. Use of the NASTRAN code resulted in output which can be used for subsequent mechanical analysis using a variation of the same computer model. Test problems were found to produce theoretically verifiable results.

Sheerer, T. J.↗
NASA NTRS1983

Linear magnetic bearing

A linear magnetic bearing system having electromagnetic vernier flux paths in shunt relation with permanent magnets, so that the vernier flux does not traverse the permanent magnet, is described. Novelty is believed to reside in providing a linear magnetic bearing having electromagnetic flux paths that bypass high reluctance permanent magnets. Particular novelty is believed to reside in providing a linear magnetic bearing with a pair of axially spaced elements having electromagnets for establishing vernier x and y axis control. The magnetic bearing system has possible use in connection with a long life reciprocating cryogenic refrigerator that may be used on the space shuttle.

Studer, P. A.↗