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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-state model for lead/acid batteries proposed as part of effort to make equivalent of fuel gage for battery-powered vehicles. Models based on equations that approximate observable characteristics of battery electrochemistry. Uses linear equations, easier to simulate on computer, and gives smooth transitions between charge, discharge, and recuperation.
A detailed description of the space shuttle vehicle and associated subsystems is given. Space transportation system propulsion, power generation, environmental control and life support system and avionics are among the topics. Also, orbiter crew accommodations and equipment, mission operations and support, and flight crew complement and crew training are addressed.
This report documents the Budget Period 2 (BP2) technical progress, analyses, and results for the U.S. Department of Energy (DOE) Vehicle Technologies Office project titled Simultaneous Greenhouse Gas and Criteria Pollutants Emissions Reduction for Off-Road Powertrains.
Empirical formula represents performance of electrical storage batteries. Formula covers many battery types and includes numerous coefficients adjusted to fit peculiarities of each type. Battery and load parameters taken into account include power density in battery, discharge time, and electrolyte temperature. Applications include electric-vehicle "fuel" gages and powerline load leveling.
Automating prelaunch diagnostics for launch vehicles offers three potential benefits. First, it potentially improves safety by detecting faults that might otherwise have been missed so that they can be corrected before launch. Second, it potentially reduces launch delays by more quickly diagnosing the cause of anomalies that occur during prelaunch processing. Reducing launch delays will be critical to the success of NASA's planned future missions that require in-orbit rendezvous. Third, it potentially reduces costs by reducing both launch delays and the number of people needed to monitor the prelaunch process. NASA is currently developing the Ares I launch vehicle to bring the Orion capsule and its crew of four astronauts to low-earth orbit on their way to the moon. Ares I-X will be the first unmanned test flight of Ares I. It is scheduled to launch on October 27, 2009. The Ares I-X Ground Diagnostic Prototype is a prototype ground diagnostic system that will provide anomaly detection, fault detection, fault isolation, and diagnostics for the Ares I-X first-stage thrust vector control (TVC) and for the associated ground hydraulics while it is in the Vehicle Assembly Building (VAB) at John F. Kennedy Space Center (KSC) and on the launch pad. It will serve as a prototype for a future operational ground diagnostic system for Ares I. The prototype combines three existing diagnostic tools. The first tool, TEAMS (Testability Engineering and Maintenance System), is a model-based tool that is commercially produced by Qualtech Systems, Inc. It uses a qualitative model of failure propagation to perform fault isolation and diagnostics. We adapted an existing TEAMS model of the TVC to use for diagnostics and developed a TEAMS model of the ground hydraulics. The second tool, Spacecraft Health Inference Engine (SHINE), is a rule-based expert system developed at the NASA Jet Propulsion Laboratory. We developed SHINE rules for fault detection and mode identification. The prototype uses the outputs of SHINE as inputs to TEAMS. The third tool, the Inductive Monitoring System (IMS), is an anomaly detection tool developed at NASA Ames Research Center and is currently used to monitor the International Space Station Control Moment Gyroscopes. IMS automatically "learns" a model of historical nominal data in the form of a set of clusters and signals an alarm when new data fails to match this model. IMS offers the potential to detect faults that have not been modeled. The three tools have been integrated and deployed to Hangar AE at KSC where they interface with live data from the Ares I-X vehicle and from the ground hydraulics. The outputs of the tools are displayed on a console in Hangar AE, one of the locations from which the Ares I-X launch will be monitored. In a previous publication, we discussed how we selected the three tools based primarily on their ability to be certified for human spaceflight and described our plans for the prototype. This abstract is due October 23, 2009, and the Ares I-X launch is currently scheduled for October 27, 2009. If this abstract is accepted, then the full paper will describe how the prototype performed before the launch. It will include an analysis of the prototype's accuracy, including false-positive rates, false-negative rates, and receiver operating characteristics (ROC) curves. It will also include a description of the prototype's computational requirements, including CPU usage, main memory usage, and disk usage. If the prototype detects any faults during the prelaunch period then the paper will include a description of those faults. Similarly, if the prototype has any false alarms then the paper will describe them and will attempt to explain their causes. Also, the paper will describe the three tools and how they are used in the prototype. It will include a description of the TEAMS models of the Ares I-X first-stage TVC and associated ground hydraulics and how we adapted the TVC model for use in real-time diagnostics. It will describe the SHINE rules used for fault detection and mode identification and the software architecture that interfaces the various pieces of existing software that are part of the prototype to one another. It will describe how we selected the sensor values and commands that were used to train the IMS model and how we optimized the number of clusters in the IMS model. It will include screen shots of the graphical display that we developed in Java to display the outputs of the three tools. Because Ares I-X data was not yet available to us while we were developing the prototype, we used historical data from the Space Shuttle's Solid Rocket Booster (SRB) TVCs and the associated ground hydraulics to train IMS and to test the entire prototype. Because most of the failure modes that we modeled have never occurred in the Shuttle we inserted simulated failures into the Shuttle data. The Ares I-X first-stage TVC is very similar to the SRB TVC and we expect the data will be very similar. After the launch, we will determine how similar the data actually is and report how any differences in the data affected the diagnostic accuracy of the prototype. Finally, although we did not get the prototype certified, we designed it in a way that it could be certified and wrote a preliminary certification plan. The paper will include a brief summary of how we considered the need for certification in the design of the prototype, how we tested the prototype before deploying it to Hangar AE, and how we would propose to get it certified if it were deployed as an operational system. The paper will conclude with a description of some of the challenges we faced and some of the lessons learned in developing and deploying the prototype.
Battery Health Management (BHM) is a core enabling technology for the success and widespread adoption of the emerging electric vehicles of today. Although battery chemistries have been studied in detail in literature, an accurate run-time battery life prediction algorithm has eluded us. Current reliability-based techniques are insufficient to manage the use of such batteries when they are an active power source with frequently varying loads in uncertain environments. The amount of usable charge of a battery for a given discharge profile is not only dependent on the starting state-of-charge (SOC), but also other factors like battery health and the discharge or load profile imposed. This paper presents a Particle Filter (PF) based BHM framework with plug-and-play modules for battery models and uncertainty management. The batteries are modeled at three different levels of granularity with associated uncertainty distributions, encoding the basic electrochemical processes of a Lithium-polymer battery. The effects of different choices in the model design space are explored in the context of prediction performance in an electric unmanned aerial vehicle (UAV) application with emulated flight profiles.
This Special Issue focuses on noise associated with Advanced Air Mobility (AAM), an emerging class of predominantly electric distributed-propulsion aircraft designed for urban and regional transportation. As these vehicles move toward certification and deployment, noise has become a central challenge for regulatory approval and public acceptance, particularly due to operations in densely populated areas and at low altitudes. The 24 contributions in this issue address three key aspects of AAM noise: prediction, measurement, and human perception. Prediction studies span a wide range of modeling fidelities, from high-resolution simulations to improved semi-analytical approaches, and examine complex aeroacoustic mechanisms including rotor interactions, turbulence ingestion, and broadband noise generation. Measurement studies, largely at model scale, provide new insights into tonal and broadband noise characteristics across configurations and operating conditions, while supporting model validation. Perception-focused contributions investigate annoyance, sound quality metrics, and auralization, emphasizing the role of context and operational factors in shaping human response. Together, these works highlight the interdisciplinary nature of AAM noise research and the need for integrated approaches to enable quieter vehicle design.
The solar wind is described and its effects on surfaces are reviewed. Experimental results are given for materials subjected to simulated solar-wind bombardment. Among the effects discussed are sputtering-type erosion, chemical reaction with paint vehicles and reduction of oxide pigments, and production of lunar-surface optical characteristics in a basalt powder.
Abstract Passive wave transformation via nonlinearity is ubiquitous in settings from acoustics to optics and electromagnetics. It is well known that different nonlinearities yield different effects on propagating signals, which raises the question of “what precise nonlinearity is the best for a given wave tailoring application?” In this work, considering a one-dimensional spring-mass chain connected by polynomial springs (a variant of the Fermi-Pasta-Ulam-Tsingou system), we introduce a bilevel inverse design method which couples the shape optimization of structures for tailored constitutive responses with reduced-order nonlinear dynamical inverse design. We apply it to two qualitatively distinct problems—minimization of peak transmitted kinetic energy from impact, and pulse shape transformation—demonstrating our method’s breadth of applicability. For the impact problem, we obtain two fundamental insights. First, small differences in nonlinearity can drastically change the dynamic response of the system, from severely under- to outperforming a comparative linear system. Second, the oft-used strategy of impact mitigation via “energy locking” bistability can be significantly outperformed by our optimal nonlinearity. We validate this case with impact experiments and find excellent agreement. This study establishes a framework for broader passive nonlinear mechanical wave tailoring material design, with applications to computing, signal processing, shock mitigation, and autonomous materials.
The Exploration Extravehicular Mobility Unit (xEMU) uncrewed 11 foot vacuum chamber testing evaluated the capabilities of the 11 foot vacuum chamber facility to support advanced spacesuit testing. The government reference design xEMU spacesuit provided a high-fidelity test article to demonstrate 11 foot vacuum chamber capabilities which included: gas loading of the chamber at varying simulated metabolic rates and open loop suit abort operations, Intravehicular Activity (IVA) vacuum access, consumables recharge, IVA vehicle-provided thermal loop cooling, and IVA vehicle-provided power. To demonstrate the xEMU airlock operations transitioning from IVA to EVA conditions without a test subject in the suit, test support equipment was developed to remotely actuate both the Exploration, Servicing, and Cooling Umbilical (ESCU) and the vacuum access umbilical. This test also evaluated the performance of the Exploration Portable Life Support System (xPLSS) at vacuum conditions. Data was collected and analyzed for carbon dioxide (CO2) scrubbing performance of the Rapid Cycle Amine (RCA) swingbed, for thermal regulation performance of the Suit Water Membrane Evaporator (SWME), and for sensor performance across the xPLSS. This paper will detail the findings of the testing performed with these upgrades which discussed previously laid out in ICES-2025-342.
The Exploration Extravehicular Mobility Unit (xEMU) uncrewed 11 foot vacuum chamber testing evaluated the capabilities of the 11 foot vacuum chamber facility to support advanced spacesuit testing. The government reference design xEMU spacesuit provided a high-fidelity test article to demonstrate 11 foot vacuum chamber capabilities which included: gas loading of the chamber at varying simulated metabolic rates and open loop suit abort operations, Intravehicular Activity (IVA) vacuum access, consumables recharge, IVA vehicle-provided thermal loop cooling, and IVA vehicle-provided power. To demonstrate the xEMU airlock operations transitioning from IVA to EVA conditions without a test subject in the suit, test support equipment was developed to remotely actuate both the Exploration, Servicing, and Cooling Umbilical (ESCU) and the vacuum access umbilical. This test also evaluated the performance of the Exploration Portable Life Support System (xPLSS) at vacuum conditions. Data was collected and analyzed for carbon dioxide (CO2) scrubbing performance of the Rapid Cycle Amine (RCA) swingbed, for thermal regulation performance of the Suit Water Membrane Evaporator (SWME), and for sensor performance across the xPLSS. This paper will detail the findings of the testing performed with these upgrades which discussed previously laid out in ICES-2025-342.
The Space Shuttle, being an hybrid – an airplane and a launch vehicle – represents the greatest challenge that the dynamicist and the aeroelastician have faced. Some specific problem areas related to the Space Shuttle are listed on figure 1. Dynamics and aeroelasticity envelop many disciplines, including aerodynamics, vibration, random processes, structures, fluid flow, mechanics, etc., but, of more importance, they involve the interaction and coupling of many of these various disciplines. Fundamentally, we are concerned with structural integrity and safe flight, i.e., trying to ensure that the vehicle will remain structurally intact as well as function properly in the presence of the many faceted dynamic environment. A new area which may have an impact on our task is the effect of the high temperature environment. In the past, we have been able to successfully decouple the temperature effects from our problem formulation. For the Space Shuttle, this problem must be closely reexamined. As has been pointed out in the opening remarks of the Conference, the Dynamics and Aeroelasticity Technology Group comprises one of several technology groups which are attempting to provide the necessary research to support a successful and safe vehicle. The group has members from most of the NASA Centers as well as from the Air Force groups. We meet periodically to review ongoing work, search for new problem areas; and we are constantly updating and revising our program. The group is organized into three panels as shown on figure 2: a panel on Dynamic Loads and Response, one on Aeroelasticity, and one on Flight Dynamics and Environment. The Conference papers accordingly have been grouped in these same three areas, with each Panel Chairman acting as moderator for his particular session.
Maintaining optimal team functioning is critical for long-duration space exploration missions, yet traditional monitoring methods, such as self-reports and wearable sensors, often impose operational burdens or suffer from bias. This paper investigates a non-intrusive speech-based artificial intelligence (AI) framework to predict degradations in team functioning using data from the Human Exploration Research Analog (HERA) of the U.S. National Aeronautics and Space Administration (NASA). Using acoustic features, linguistic descriptors, and semantic embeddings, we evaluate static non-linear and temporal machine learning models to predict both objective (task accuracy) and subjective (self-reported efficacy and cohesion) team functioning outcomes. Results indicate that temporal models outperform static approaches, with prediction of objective task accuracy in Team Interaction Battery (TIB) improving from near chance to 71%. Self-reported outcomes, including team efficacy and cohesion, are predicted more reliably than task performance, achieving balanced accuracies of up to 85.56% and 78.12%, respectively, and are found to be most strongly associated with acoustic features. In a second interdependent task, the MMSEV–EVA, accuracies of up to 78% are achieved using temporal models with acoustic features. Furthermore, incorporating just 1–2 days of team-specific historical data systematically improved performance, and acoustic markers from informal pre-task interactions provided modest predictive gains. Finally, while automated preprocessing yielded viable accuracy, humancorrected data provided moderate performance gains, though transcription error rates did not significantly correlate with model performance. These findings highlight the potential of speech as a passive, high-fidelity monitoring tool for autonomous habitats.
The objectives of this research are to: 1) Investigate the oxidation/ablation behavior of HfB2/SiC materials in simulated re-entry environments; 2) Use the arc jet test results to define appropriate use environments for these materials for use in vehicle design. The parameters to be investigated include: surface temperature, stagnation pressure, duration, number of cycles, and thermal stresses.
As missions in Low Earth Orbit (LEO) lengthen and extend to deep space, minimizing resupply needs becomes vital for sustaining crewed operations. Traditional life support systems depend on consumables resupplied from Earth, a method that is increasingly impractical for missions beyond LEO, such as lunar outposts or Mars transit. Long-duration missions require more efficient, autonomous systems that can recycle essential resources, particularly water and oxygen, to minimize the frequency and mass of resupply missions. The Environmental Control and Life Support System (ECLSS) is essential to such missions, with the International Space Station (ISS) serving as a testbed for advanced water recovery and partial oxygen recycling via physico-chemical methods. Yet, ECLSS and propulsion subsystems generally operate independently, despite overlapping requirements and potential areas for synergy. For instance, ECLSS byproducts, water, CO₂, and hydrogen, could be repurposed for propulsion, potentially reducing dedicated propellant mass and increasing overall system efficiency. One promising approach is to develop shared-resource architectures that integrate ECLSS with propulsion systems. This study examines the potential of such integration through the Sabatier CO₂ reduction process, focusing on water management as a key factor in system mass trade-offs. The Sabatier reaction produces water and methane from metabolic CO₂ and electrolytic hydrogen, partially closing the life support loop and providing methane, which could serve as a propellant. This integration could minimize waste, reduce resupply requirements, and enhance mission mass efficiency. A dynamic modeling framework will be used to simulate resource flows over long missions, capturing interactions between life support and propulsion. By comparing integrated versus separate system configurations, the study aims to quantify mass benefits and penalties, informing future habitat designs and trade studies for missions prioritizing autonomy and mass efficiency.
Sustained Hypersonic Flight capability is envisioned for several future military and civilian applications, such as long range immediate reaction reconnaissance, high speed interception of air targets, long range precision strike against hardened or time critical targets, and access to space. The inherent reduction in time-to-target and low vulnerability will permit new operational tactics. The symposium outlined mission needs and operational scenarios for hypersonic vehicles. Addressed were: Technological issues and challenges in external hypersonic aerodynamics and design, propulsion and engine/airframe integration, military ramjet applications, overall system design including structures and materials development needs, and test facilities. Ground based test facilities cannot provide full simulation at Mach numbers above 5. Therefore, the use of Computational Fluid Dynamics design tools is essential. For routine use of the computational tools in analysis, design and optimization, it is necessary to reduce the time for the entire computational process by two orders of magnitude. Hypersonic boundary layer transition remains a critical design issue because of the important impact on engine drag and on heating, which can affect the choice of materials and thermal protection systems. In addition, reliable prediction of scramjet net thrust is an absolute must in resolving hypersonic air breathing vehicle design issues. Due to current facility and computational shortfalls, the development of future hypersonic flight systems requires research flight tests in the technology areas of boundary layer transition and air-breathing propulsion engine performance. For sustained hypersonic flight beyond Mach 6, the supersonic combustion ramjet (scramjet) engine is the only choice for the near future. Only this air-breathing concept offers a significant promise of large reductions in required propellant fractions, increased payload fractions, and reduced size vehicles, together with a foreseeable technological feasibility. Airframe/engine integration, combustor design and thermal management are the predominant engineering tasks. Fuels, hydrogen or hydrocarbon, must be matched to the operational needs of military or civil use. Experience in existing ramjet propelled missiles capable of speeds up to Mach 4 can support the development effort. The potential mission and cost benefits of sustained hypersonic flight to both military and civil applications are tremendous. From the budget point of view, the possibility of sharing development costs between military and civil programs offers a specific advantage.
Concept for lead/acid battery calls for woven-grid bipolar electrodes. Stack of bipolar cells form lead/acid battery. Each cell contains pair of folded electrodes, negative on one side of fold, positive on other. In high-voltage configuration, battery has higher specific energy and power. Rugged, longlived, and maintenance-free. Made from readily available, low-cost materials by standard lead/acid production methods, well suited for use in electronic equipment, aircraft, and electric vehicles for industrial and passenger service.
As missions in low Earth orbit (LEO) lengthen and extend to deep space, minimizing resupply needs becomes vital for sustaining crewed operations. Traditional life support systems depend on consumables resupplied from Earth, a method that is increasingly impractical for missions beyond LEO, such as lunar outposts or Mars transit. Long-duration missions require more efficient, autonomous systems that can recycle essential resources, particularly water and oxygen, to minimize the frequency and mass of resupply missions. The Environmental Control and Life Support System (ECLSS) is essential to such missions, with the International Space Station (ISS) serving as a testbed for advanced water recovery and partial oxygen recycling via physico-chemical methods. Yet, ECLSS and propulsion subsystems generally operate independently, despite overlapping requirements and potential areas for synergy. For instance, ECLSS byproducts, water, CO 2 , and hydrogen, could be repurposed for propulsion, potentially reducing dedicated propellant mass and increasing overall system efficiency. One promising approach is to develop shared-resource architectures that integrate ECLSS with propulsion systems. This study examines the potential of such integration through the Sabatier CO₂ reduction process, focusing on water management as a key factor in system mass trade-offs. The Sabatier reaction produces water and methane from metabolic CO 2 and electrolytic hydrogen, partially closing the life support loop and providing methane, which could serve as a propellant. This integration could minimize waste, reduce resupply requirements, and enhance mission mass efficiency. A dynamic modeling framework will be used to simulate resource flows over long missions, capturing interactions between life support and propulsion. By comparing integrated versus separate system configurations, the study aims to quantify mass benefits and penalties, informing future habitat designs and trade studies for missions prioritizing autonomy and mass efficiency.