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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 NTRS2014

Data Mining of Historical Human Data to Assess the Risk of Injury due to Dynamic Loads

The NASA Occupant Protection Group is charged with ensuring crewmembers are protected during all dynamic phases of spaceflight. Previous work with outside experts has led to the development of a definition of acceptable risk (DAR) for space capsule vehicles. The DAR defines allowable probability rates for various categories of injuries. An important question is how to validate these probabilities for a given vehicle. One approach is to impact test human volunteers under projected nominal landing loads. The main drawback is the large number of subject tests required to attain a reasonable level of confidence that the injury probability rates would meet those outlined in the DAR. An alternative is to mine existing databases containing human responses to impact. Testing an anthropomorphic test device (ATD) at the same human‐exposure levels could yield a range of ATD responses that would meet DAR. As one aspect of future vehicle validation, the ATD could be tested in the vehicle's seat and suit configuration at nominal landing loads and compared with the ATD responses supported by the human data set. This approach could reduce the number of human‐volunteer tests NASA would need to conduct to validate that a vehicle meets occupant protection standards. METHODS: The U.S. Air Force has recorded hundreds of human responses to frontal, lateral, and spinal impacts at many acceleration levels and pulse durations. All of this data are stored on the Collaborative Biomechanics Data Network (CBDN), which is maintained by the Wright Patterson Air Force Base (WPAFB). The test device for human occupant restraint (THOR) ATD was impact tested on WPAFB's horizontal impulse accelerator (HIA) matching human‐volunteer exposures on the HIA to 5 frontal and 3 spinal loading conditions. No human injuries occurred as a result of these impact conditions. Peak THOR response variables for neck axial tension and compression, and thoracic‐spine axial compression were collected. Maximal chest deflection was determined from motion capture video of the impact test. HIC‐ 15 and BRIC were calculated from head acceleration responses. Given the number of human subjects for each test condition a confidence interval of injury probability will be obtained. RESULTS: Results will be discussed in terms of injury‐risk probability estimates based on the human data set evaluated. Also, gaps in the data set will be identified. These gaps could be one of two types. One is areas where additional THOR testing would increase the comparable human data set, thereby improving confidence in the injury probability rate. The other is where additional human testing would assist in obtaining information on other acceleration levels or directions. DISCUSSION: The historical human data showed validity of the THOR ATD for supplemental testing. The historical human data are limited in scope, however. Further data are needed to characterize the effects of sex, age, anthropometry, and deconditioning due to spaceflight on risk of injury

Wells, Jesica↗
NASA NTRS2011

NASA Occupant Protection Standards Development

Current National Aeronautics and Space Administration (NASA) occupant protection standards and requirements are based on extrapolations of biodynamic models, which were based on human tests performed under pre-Space Shuttle human flight programs where the occupants were in different suit and seat configurations than is expected for the Multi Purpose Crew Vehicle (MPCV) and Commercial Crew programs. As a result, there is limited statistical validity to the occupant protection standards. Furthermore, the current standards and requirements have not been validated in relevant spaceflight suit, seat configurations or loading conditions. The objectives of this study were to develop new standards and requirements for occupant protection and rigorously validate these new standards with sub-injurious human testing. To accomplish these objectives we began by determining which critical injuries NASA would like to protect for. We then defined the anthropomorphic test device (ATD) and the associated injury metrics of interest. Finally, we conducted a literature review of available data for the Test Device for Human Occupant Restraint New Technology (THOR-NT) ATD to determine injury assessment reference values (IARV) to serve as a baseline for further development. To better understand NASA s environment, we propose conducting sub-injurious human testing in spaceflight seat and suit configurations with spaceflight dynamic loads, with a sufficiently high number of subjects to validate no injury during nominal landing loads. In addition to validate nominal loads, the THOR-NT ATD will be tested in the same conditions as the human volunteers, allowing correlation between human and ATD responses covering the Orion nominal landing environment and commercial vehicle expected nominal environments. All testing will be conducted without the suit and with the suit to ascertain the contribution of the suit to human and ATD responses. In addition to the testing campaign proposed, additional data analysis is proposed to mine existing human injury and response data from other sources, including military volunteer testing, automotive Crash Injury Research Engineering Network (CIREN), and IndyCar impact and injury data. These data sources can allow a better extrapolation of the ATD responses to off-nominal conditions above the nominal range that can safely be tested. These elements will be used to develop injury risk functions for each of the injury metrics measured from the ATD. These risk functions would serve as the basis for the NASA standards. Finally, we propose defining standard test methodology for evaluating future spacecraft designs against the IARVs, including developing a star-rating system to allow crew safety comparisons between vehicles.

Somers, Jeffrey T.↗
DOE OSTI2021

Operation Castle

On February 28, 1954, Bravo, the first of six thermonuclear devices tested during Operation Castle, burst into the sky over Bikini Atoll. 1 In an instant, and unexpectedly, Bravo became the highest yield device tested by the United States. Romeo, Koon, Union, Yankee, and Nectar followed. Each, with the exception of Koon, performed better than predicted, providing the United States with stable, deliverable thermonuclear weapons, albeit ones still very large and cumbersome. 2 The overall success of Castle, however, had a downside. Bravo’s fallout injured Marshallese natives and contaminated a Japanese fishing trawler. The international uproar that followed ultimately led to the cessation of atmospheric testing.

45 MILITARY TECHNOLOGY, WEAPONRY, AND NATIONAL DEF↗
NASA NTRS1985

Air mass 1.5 global and direct solar simulation and secondary reference cell calibration using a filtered large area pulsed solar simulator

Spectral mismatch between a solar simulator and a desired spectrum can result in nearly 20 percent measurement error in the output of photovoltaic devices. This occurs when a crystalline silicon cell monitors the intensity of an unfiltered large area pulsed solar simulator (LAPSS) simulating the ASTM air mass 1.5 direct spectrum and the test device is amorphous silicon. The LAPSS spectral irradiance is modified with readily available glass UV filters to closely match either the ASTM air mass 1.5 direct or global spectrum. Measurement error is reduced to about 1 percent when using either filter if the reference cell and test device are the same general type.

Mueller, Robert L.↗
NASA NTRS2019

TPSAS-NF1676L-32920-DND

In June 2019, a full-scale crash test of a Fokker F28 Fellowship aircraft will be conducted at NASA Langley Research Center?s Landing and Impact Research (LandIR) Facility. The F28 is a high-performance twin-turbo fan narrow-body aircraft with seating in a 3+2 configuration. The MK4000 variant, used in this test, is capable of carrying up to 85 passengers on medium range routes. The F28 was first type certified by the Federal Aviation Administration (FAA) in 1969 and now the majority of the F28 fleet has retired from service in the United States. In 2016, the FAA and NASA Langley Research Center (LaRC) signed an interagency agreement for conducting a research program to obtain test data that will support the development of airframe level crash requirements for transport category airplanes [1]. The objectives of the full-scale crash test can be divided into six categories: (1) To compare and contrast responses in identical aircraft undergoing vertical only to combined vertical and horizontal loading conditions, (2) To examine the effects of horizontal loading on aircraft structure during a crash event, (3) To generate data for the use in calibration of computer modelling efforts, (4) To generate data from onboard Anthropomorphic Test Devices (ATDs) for the evaluation of injury, (5) To obtain data from experimental seats, and (6) To obtain data from new and novel ATD designs including Warrior Injury Assessment MANikin (WIAMan) [2], Test device for Human Occupant Response (THOR), and other newly developed child ATDs. The focus of this presentation will be to document finite element model development of the full-scale F28 aircraft and to present preliminary test-analysis predictions. NASA obtained the full-scale F28 aircraft, plus three fuselage sections and two sets of wings with funding through the NASA Aviation Safety Program in 1998. In addition to the hardware, NASA purchased a full NASTRAN model of the airframe that had been developed by the Dutch manufacturer, Fokker. Beginning in 2016, the NASTRAN model was converted to LS-DYNA? [4, 5] format and modified by combining parts, adding missing parts of internal structure, and including ballast for loading weights, etc. It contains: 89,223 nodes; 24,065 beam elements; 55,404 shell elements; 29,044 solid elements; 740 parts; 80 material definitions; and, 46 Constrained Nodal Rigid Bodies (CNRBs). The aircraft model will be executed in LSDYNA to simulate the test article impact onto a 2-ft.-high bed of soil under combined velocity conditions of 70-ft/s forward and 30-ft/s vertical velocity. Pre-test simulation predictions will be generated and correlated with test data.

Karen E Jackson↗
NASA NTRS1978

Femtosecond time-domain phase comparator

Phase shift in test device is measured by summing output of mixer with ramp voltage and comparing time interval between zero crossings of summed signal and ramp reference frequency. Circuit can be used to test devices at other frequencies by changing only signal source, phase splitter, and mixer; divider and time-interval counter need not be driven by oscillator.

Donahoe, T.↗
NASA NTRSDate not supplied

Design and Testing of a Device for Moon Dust Deposition on Test Articles/Systems

During this decade, NASA is charged to return humans to the surface of the Moon. One of the most challenging aspects to operating on the lunar surface is the regolith present, which is pervasive and damaging. To support systems design and validation for this environment, the handling and application of lunar simulants onto test articles or systems becomes important, albeit difficult. A device to apply the same amount of dust uniformly was developed in a previous study but was only utilized with Mars dust simulant during that previous project. The current work provides evaluation of this device with multiple lunar simulants, each representing different composition as found at various locations on the Moon’s surface. Enhancements to the design and operation of the dust distributor are also described, along with a new digital imaging technique to calculate the percent surface coverage of the dust after deposition. The results support the use of the distributor and improved techniques to provide a uniform coating of dust on test articles and systems.

Kathryn M Hurlbert↗
NASA NTRS1990

Electro-optic network analyzer

The bandwidth of frequency domain measurement methods of electrical signals has usually been far greater than the bandwidth of time domain methods. The primary limits of the time domain approach have been the 20 to 30 GHz bandwidth limit for electronic waveform acquisition instrumentation, and the lack of usable electrical pulse generators for excitation of a test device. The bandwidth of frequency domain network analysis appears to have reached a plateau of between 100 to 200 GHz, while time domain measurement have improved markedly in both bandwidth and sensitivity with the introduction of the pulsed laser based electro-optic sampling approach. Network analysis or the measurement of device scattering parameters provides information necessary to the design of electronic network such as high frequency amplifiers, mixers, and phase shifter. The bandwidth of frequency domain network analysis is currently being exceeded by the next generations of high frequency transistors and devices. Thus the electro-optic approach is a natural means of extending network analysis into the range above 100 GHz by employing time domain methods. In this approach, a suitable electrical excitation pulse is generated and propagated along a transmission line toward a test device. In the picosecond domain, laser driven photoconductive switches provide a unique method of generating electrical transients. Several materials were studied for generating short electrical pulses using photoconductive switches. The various semiconductive materials tested for photoconductive switching, and the electro-optic measurement technique used to characterize the material performance are described.

Jackson, Todd A.↗
NASA NTRS2016

Suited and Unsuited Hybrid III Impact Testing and Finite Element Model Characterization

NASA spacecraft design requirements for occupant protection are a combination of the Brinkley Dynamic Response Criteria and injury assessment reference values (IARV) extracted from anthropomorphic test devices (ATD). For the ATD IARVs, the requirements specify the use of the 5th percentile female Hybrid III and the 95th percentile male Hybrid III. Each of these ATDs is required to be fitted with an articulating pelvis (also known as the aerospace pelvis) and a straight spine. The articulating pelvis is necessary for the ATD to fit into spacecraft seats, while the straight spine is required as injury metrics for vertical accelerations are better defined for this configuration. Sled testing of the Hybrid III 5th Percentile Female Anthropomorphic Test Device (ATD) was performed at Wright-Patterson Air Force Base (WAPFB). Two 5th Percentile ATDs were tested, the Air Force Research Lab (AFRL) and NASA owned Hybrid III ATDs with aerospace pelvises. Testing was also conducted with a NASA-owned 95th Percentile Male Hybrid III with aerospace pelvis at WPAFB. Testing was performed using an Orion seat prototype provided by Johnson Space Center (JSC). A 5-point harness comprised of 2 inch webbing was also provided by JSC. For suited runs, a small and extra-large Advanced Crew Escape System (ACES) suit and helmet were also provided by JSC. Impact vectors were combined frontal/spinal and rear/lateral. Some pure spinal and rear axis testing was also performed for model validation. Peak accelerations ranged between 15 and 20-g. This range was targeted because the ATD responses fell close to the IARV defined in the Human-Systems Integration Requirements (HSIR) document. Rise times varied between 70 and 110 ms to assess differences in ATD responses and model correlation for different impact energies. The purpose of the test series was to evaluate the Hybrid III ATD models in Orion-specific landing orientations both with and without a spacesuit. The results of these tests were used by the NASA Engineering and Safety Center (NESC) to validate the finite element model (FEM) of the Hybrid III 5th Percentile Female ATD. Physical test data was compared to analytical predictions from simulations, and modelling uncertainty factors have been determined for each injury metric. Additionally, the test data has been used to further improve the FEM, particularly in the areas of the ATD preload, harness, and suit and helmet effects.

Lawrence, C.↗
NASA NTRSDate not supplied

Study of Advanced Occupant Models to Quantify Injury Risk for eVTOL Vehicles

Urban transportation is currently evolving from traditional ground-based vehicles (cars, taxis, and buses) to include air-based electric vertical take-off and landing (eVTOL) vehicles which can be utilized for on-demand transportation, cargo transport, and emergency services. These new eVTOL vehicles are designed to be small, lightweight, and able to operate autonomously without user intervention. Safety is a big part of eventual eVTOL adoption, however gaps in the consideration of safety features exist. Anthropomorphic test devices (ATDs) are used in aerospace crashworthiness standards to quantify occupant injury risk and develop improved safety designs for emergency landing situations, but the ATDs currently used in aircraft certification requirements were developed many decades ago. Developments have occurred over the years involving ATD technology, which includes a host of newer and more biofidelic ATDs such as the Test Device for Human Occupant Restraint (THOR). Increased computing power has also allowed for detailed computational human body models (HBMs) to be created, such as the Global Human Body Model Consortium (GHBMC). This study aims to assess the capability of both HBMs and new ATD designs to identify injury mechanisms within eVTOL relevant emergency landing conditions. Finite element (FE) analysis was used to expand upon full-scale and seat level impact testing conducted by researchers at the National Aeronautics and Space Administration (NASA) to look at effects of occupant model configurations on prediction of injury. The GHBMC HBM and THOR ATD models were simulated in the seat level test conditions to characterize differences between these advanced assessment tools and traditional ATDs in the isolated seat loading environment. Results identified key differences in the responses from each of the models utilized and compared their impact response in head, neck, and spinal injury metrics. The THOR model identified potential risks for head injuries due to head impacts on the seat, however it predicted lower spinal loads than the other occupant surrogates. The GHBMC showed distinctly different biomechanical responses compared to the ATD. The GHBMC model is much more deformable than the ATDs and it exhibited higher distribution of forces and increased sensitivity to the duration of acceleration pulses. Both models incorporated into this study identified key mechanisms for injury that should be considered for passenger safety in the development of these novel aircraft. In addition, this study demonstrated the value of FE modeling for running a variety of complex human surrogates to identify potential injury mechanisms for consideration in regulation and development of new aircraft. Continued research in this field to improve validation these models will only lead to safer aircraft and more comprehensive safety measures.

Crashworthiness↗
NASA NTRSDate not supplied

Study of Advanced Occupant Models to Quantify Injury Risk for eVTOL Vehicles

Urban transportation is currently evolving from traditional ground-based vehicles (cars, taxis, and buses) to include air-based electric vertical take-off and landing (eVTOL) vehicles which can be utilized for on-demand transportation, cargo transport, and emergency services. These new eVTOL vehicles are designed to be small, lightweight, and able to operate autonomously without user intervention. Safety is a big part of eventual eVTOL adoption, however gaps in the consideration of safety features exist. Anthropomorphic test devices (ATDs) are used in aerospace crashworthiness standards to quantify occupant injury risk and develop improved safety designs for emergency landing situations, but the ATDs currently used in aircraft certification requirements were developed many decades ago. Developments have occurred over the years involving ATD technology, which includes a host of newer and more biofidelic ATDs such as the Test Device for Human Occupant Restraint (THOR). Increased computing power has also allowed for detailed computational human body models (HBMs) to be created, such as the Global Human Body Model Consortium (GHBMC). This study aims to assess the capability of both HBMs and new ATD designs to identify injury mechanisms within eVTOL relevant emergency landing conditions. Finite element (FE) analysis was used to expand upon full-scale and seat level impact testing conducted by researchers at the National Aeronautics and Space Administration (NASA) to look at effects of occupant model configurations on prediction of injury. The GHBMC HBM and THOR ATD models were simulated in the seat level test conditions to characterize differences between these advanced assessment tools and traditional ATDs in the isolated seat loading environment. Results identified key differences in the responses from each of the models utilized and compared their impact response in head, neck, and spinal injury metrics. The THOR model identified potential risks for head injuries due to head impacts on the seat, however it predicted lower spinal loads than the other occupant surrogates. The GHBMC showed distinctly different biomechanical responses compared to the ATD. The GHBMC model is much more deformable than the ATDs and it exhibited higher distribution of forces and increased sensitivity to the duration of acceleration pulses. Both models incorporated into this study identified key mechanisms for injury that should be considered for passenger safety in the development of these novel aircraft. In addition, this study demonstrated the value of FE modeling for running a variety of complex human surrogates to identify potential injury mechanisms for consideration in regulation and development of new aircraft. Continued research in this field to improve validation these models will only lead to safer aircraft and more comprehensive safety measures.

Crashworthiness↗
NASA NTRS1990

Development and mechanical properties of construction materials from lunar simulants

The development of construction materials such as concrete from lunar soils without the use of water requires a different methodology than that used for conventional terrestrial concrete. Currently, this research involves two aspects: (1) liquefaction of lunar simulants with various additives in a furnace so as to produce a construction material like an intermediate ceramic; and (2) cyclic loading of simulant with different initial vacuums and densities with respect to the theoretical maximum densities (TMD). In both cases, bending, triaxial compression, extension, and hydrostatic tests will be performed to define the stress-strain strength response of the resulting materials. In the case of the intermediate ceramic, bending and available multiaxial test devices will be used, while for the compacted case, tests will be performed directly in the new device. The tests will be performed by simulating in situ confining conditions. A preliminary review of high-purity metal is also conducted.

Desai, Chandra S.↗
NASA NTRS2022

Si5345, SY88422L, LT3482, and MSK130 components Total Ionizing Dose Test Report

The purpose of this test was to characterize the SI-5345, SY88422L, LT3482 and MSK130 parameter degradation for total dose response. The components are associated with REAG ID #21-024. In the test, each device was exposed to high dose rate (HDR) irradiation using gamma radiation. Device parameters such as leakage currents, timing, and overall chip health were investigated. These devices were tested for an interstellar mission on a trajectory between 0.9 AU and 5.3 AU with a 2.5-year mission, yielding an expected overall dose of 29 krad(Si)behind 1 mm of aluminum shielding (at 95% confidence; environment and dose determined through SPENVIS). This test report gives an initial look at candidate parts. Extremely small sample sizes (only 1 or 2 devices tested) do not allow consideration of part-to-part variability. High dose rates were used despite LT3482 and MSK130 having potential enhanced low dose rate sensitivity (ELDRS). Care should be taken in interpreting results given these limitations.

Total Ionizing Dose (TID)↗
DOE OSTI2019

Device, system, and method for measuring internal impedance of a test battery using frequency response

Battery impedance testing devices, circuits, systems, and related methods are disclosed. An impedance measurement device includes a current driver configured to generate an excitation current signal to be applied to a test battery responsive to a control signal, and a processor operably coupled with the current driver. The processor is configured to generate the control signal during an auto-ranging mode and a measuring mode. The auto-ranging mode applies the excitation current signal to the test battery over a plurality of different amplitudes to measure a response to the excitation current signal at each amplitude. The measuring mode applies the excitation current signal to the test battery for an amplitude responsive to the results of the auto-ranging mode. Improved sensitivity and resolution may be achieved for low impedance batteries with a rapid measurement time.

25 ENERGY STORAGE↗
NASA NTRS2018

Full-Scale Drop Test of a Fokker F28 Wingbox Fuselage Section

During the summer of 2017, a vertical drop test was conducted on a partial section of a Fokker F28 MK4000 aircraft as a part of a joint NASA/FAA effort to investigate the performance of transport category aircraft under realistic crash conditions. Ten Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies) ranging from 5th to 95th percentile sizes were used for the collection and comparison of occupant loads. Additionally, overhead bin mass simulators were added to achieve a realistic fuselage configuration. The section was dropped with a downward facing pitch angle onto a sloping soil surface in order to simulate a local horizontal velocity in the airframe. Instrumentation consisting of accelerometers was installed to measure floor, seat track, ATD, and overhead bin acceleration responses. Self-contained data recorders logging accelerations and rotational rates were also used on the seat tracks and lower structure as evaluations for crash recording devices in potential future use cases. The right side of the section was painted with a stochastic black and white speckle pattern for use in full field photogrammetric imaging techniques. Results collected from the airframe accelerometers will be presented, and deformation and failures of the test article structure will be discussed. Finally, an examination of the test article motion will be presented using derived components of local velocities with their effect on the impact acceleration and airframe response.

Littell, J. D.↗
DOE OSTI2021

In Situ ATR-FTIR Study of the Cathode–Electrolyte Interphase: Electrolyte Solution Structure, Transition Metal Redox, and Surface Layer Evolution

We present a study of the lithium nickel manganese cobalt oxide (LiNi 0.6 Mn 0.2 Co 0.2 O 2 , NMC622) cathode-electrolyte interphase (CEI) during galvanostatic charging and discharging using in situ attenuated total reflectance Fourier transform infrared (ATR-FTIR) methods to investigate the voltage dependent electrolyte solution structure changes at the interface, transition metal (TM) redox chemistry, and cathode/electrolyte interfacial layer evolution. Furthermore, our in situ cell design provides both reliable electrochemical device testing and strong FTIR vibrational absorption signals near the cathode surface. Specifically, advanced spectral analysis elucidates changes of near-surface Li+ ion (de)solvation by solvent molecules during galvanostatic cycling. Moreover, cathode metal-oxygen vibrational absorptions, sensitive to TM redox behaviors and subsequent local structural variations, were correlated to cathode de-lithiation (and lithiation) and electrolyte solution structure changes. In addition, we have detected the formation and evolution of a CEI surface layer on the NMC622 cathode that contributes to the cell's capacity fade.

25 ENERGY STORAGE↗