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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 1,657 records · Page 92

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NASA NTRS2011

Lessons Learned from the Space Shuttle Engine Hydrogen Flow Control Valve Poppet Breakage

The Main Propulsion System (MPS) uses three Flow Control Valves (FCV) to modulate the flow of pressurant hydrogen gas from the Space Shuttle Main Engines (SSME) to the hydrogen External Tank (ET). This maintains pressure in the ullage volume as the liquid level drops, preserving ET structural integrity and assuring the engines receive a sufficient amount of head pressure. On Space Transportation System (STS)-126 (2009), with only a handful of International Space Station (ISS) assembly flights from the end of the Shuttle program, a portion of a single FCV?s poppet head broke off at about a minute and a half after liftoff. The risk of the poppet head failure is that the increased flow area through the FCV could result in excessive gaseous hydrogen flow back to the external tank, which could result in overboard venting of hydrogen ullage pressure. If the hydrogen venting were to occur in first stage (i.e., lower atmosphere), a flammability hazard exists that could lead to catastrophic loss of crew and vehicle. Other failure risks included particle impact damage to MPS downstream hardware. Although the FCV design had been plagued by contamination-related sluggish valve response problems prior to a redesign at STS-80 (1996), contamination was ruled out as the cause of the STS-126 failure. Employing a combination of enhanced hardware inspection and a better understanding of the consequences of a poppet failure, safe flight rationale for subsequent flights (STS-119 and later) was achieved. This paper deals with the technical lessons learned during the investigation and mitigation of this problem at a time when assembly flights were each in the critical path to Space Station success.

Martinez, Hugo E.↗

NASA NTRS2003

Superalloy Lattice Block Developed for Use in Lightweight, High-Temperature Structures

Successful development of advanced gas turbine engines for aircraft will require lightweight, high-temperature components. Currently titanium-aluminum- (TiAl) based alloys are envisioned for such applications because of their lower density (~4 g/cm3) in comparison to superalloys (~8.5 g/cm3), which have been utilized for hot turbine engine parts for over 50 years. However, a recently developed concept (lattice block) by JAMCORP, Inc., of Willmington, Massachusetts, would allow lightweight, high-temperature structures to be directly fabricated from superalloys and, thus, take advantage of their well-known, characterized properties. In its simplest state, lattice block is composed of thin ligaments arranged in a three dimensional triangulated trusslike configuration that forms a structurally rigid panel. Because lattice block can be fabricated by casting, correctly sized hardware is produced with little or no machining; thus very low cost manufacturing is possible. Together, the NASA Glenn Research Center and JAMCORP have extended their lattice block methodology for lower melting materials, such as Al alloys, to demonstrate that investment casting of superalloy lattice block is possible. This effort required advances in lattice block pattern design and assembly, higher temperature mold materials and mold fabrication technology, and foundry practice suitable for superalloys (ref. 1). Lattice block panels have been cast from two different Ni-base superalloys: IN 718, which is the most commonly utilized superalloy and retains its strength up to 650 C; and MAR M247, which possesses excellent mechanical properties to at least 1100 C. In addition to the open-cell lattice block geometry, same-sized lattice block panels containing a thin (~1-mm-thick) solid face on one side have also been cast from both superalloys. The elevated-temperature mechanical properties of the open cell and face-sheeted superalloy lattice block panels are currently being examined, and the microstructure is being characterized in terms of casting defects. In addition, a small study (ref. 3) is being undertaken with GE Aircraft Engines to determine the suitability of superalloy lattice block for engine components.

Hebsur, Mohan G.↗

DOE OSTI2022

Analysis of Interpretable Data Representations for 4D-STEM Using Unsupervised Learning

Abstract Understanding the structure of materials is crucial for engineering devices and materials with enhanced performance. Four-dimensional scanning transmission electron microscopy (4D-STEM) is capable of mapping nanometer-scale local crystallographic structure over micron-scale field of views. However, 4D-STEM datasets can contain tens of thousands of images from a wide variety of material structures, making it difficult to automate detection and classification of structures. Traditional automated analysis pipelines for 4D-STEM focus on supervised approaches, which require prior knowledge of the material structure and cannot describe anomalous or deviant structures. In this article, a pipeline for engineering 4D-STEM feature representations for unsupervised clustering using non-negative matrix factorization (NMF) is introduced. Each feature is evaluated using NMF and results are presented for both simulated and experimental data. It is shown that some data representations more reliably identify overlapping grains. Additionally, real space refinement is applied to identify spatially distinct sample regions, allowing for size and shape analysis to be performed. This work lays the foundation for improved analysis of nanoscale structural features in materials that deviate from expected crystallographic arrangement using 4D-STEM.

Bruefach, Alexandra (ORCID:0000000209323477)↗

DOE OSTI2020

Atomically dispersed metal–nitrogen–carbon catalysts for fuel cells: advances in catalyst design, electrode performance, and durability improvement

The urgent need to address the high-cost issue of proton-exchange membrane fuel cell (PEMFC) technologies, particularly for transportation applications, drives the development of simultaneously highly active and durable platinum group metal-free (PGM-free) catalysts and electrodes. The past decade has witnessed remarkable progress in exploring PGM-free cathode catalysts for the oxygen reduction reaction (ORR) to overcome sluggish kinetics and catalyst instability in acids. Among others, scientists have identified the newly emerging atomically dispersed transition metal (M: Fe, Co, or/and Mn) and nitrogen co-doped carbon (M–N–C) catalysts as the most promising alternative to PGM catalysts. Here, we provide a comprehensive review of significant breakthroughs, remaining challenges, and perspectives regarding the M–N–C catalysts in terms of catalyst activity, stability, and membrane electrode assembly (MEA) performance. A variety of novel synthetic strategies demonstrated effectiveness in improving intrinsic activity, increasing active site density, and attaining optimal porous structures of catalysts. Rationally designing and engineering the coordination environment of single metal MN x sites and their local structures are crucial for enhancing intrinsic activity. Increasing the site density relies on the innovative strategies of restricting the migration and agglomeration of single metal sites into metallic clusters. Relevant understandings provide the correlations among the nature of active sites, nanostructures, and catalytic activity of M–N–C catalysts at the atomic scale through a combination of experimentation and theory. Current knowledge of the transferring catalytic properties of M–N–C catalysts to MEA performance is limited. Rationally designing morphologic features of M–N–C catalysts play a vital role in boosting electrode performance through exposing more accessible active sites, realizing uniform ionomer distribution, and facilitating mass/proton transports. We outline future research directions concerning the comprehensive evaluation of M–N–C catalysts in MEAs. The most considerable challenge of current M–N–C catalysts is the unsatisfied stability and rapid performance degradation in MEAs. Therefore, we further discuss practical methods and strategies to mitigate catalyst and electrode degradation, which is fundamentally essential to make M–N–C catalysts viable in PEMFC technologies.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

NASA NTRS1976

Quiet Clean Short-haul Experimental Engine (QCSEE) preliminary under the wing flight propulsion system analysis report

The preliminary design and installation of high bypass, geared turbofan engine with a composite nacelle forming the propulsion system for a short haul passenger aircraft are described. The technology required for externally blown flap aircraft with under the wing (UTW) propulsion system installations for introduction into passenger service in the mid 1980's is included. The design, fabrication, and testing of this UTW experimental engine containing the required technology items for low noise, fuel economy, with composite structure for reduced weight and digital engine control are provided.

Howard, D. F.↗

NASA NTRS1988

Structural shape optimization in multidisciplinary system synthesis

Structural shape optimization couples with other discipline optimization in the design of complex engineering systems. For instance, the wing structural weight and elastic deformations couple to aerodynamic loads and aircraft performance through drag. This coupling makes structural shape optimization a subtask in the overall vehicle synthesis. Decomposition methods for optimization and sensitivity analysis allow the specialized disciplinary methods to be used while the disciplines are temporarily decoupled, after which the interdisciplinary couplings are restored at the system level. Application of decomposition methods to structures-aerodynamics coupling in aircraft is outlined and illustrated with a numerical example of a transport aircraft. It is concluded that these methods may integrate structural and aerodynamic shape optimizations with the unified objective of the maximum aircraft performance.

Sobieszczanski-Sobieski, Jaroslaw↗

NASA NTRSDate not supplied

NASA Support for Commercial Crew Launch Capabilities

Since the earliest days of U.S. human spaceflight, NASA’s Marshall Space Flight Center in Huntsville, Alabama, has played a key role in American crew launch capability, from engineering support for the first Mercury-Redstone launches, to the Saturn launches to the Moon, through Shuttle and now Artemis. Today, Marshall brings that expertise gained through decades of crewed space launches to NASA’s Commercial Crew Program (CCP), providing launch vehicle engineering and programmatic support. The team’s responsibilities have included human certification of commercial launch systems for the CCP missions, including Atlas V and Falcon 9, and verifying each launch vehicle complies with flight certification. MSFC provides expertise in nearly all aspects of launch vehicle design and performance including solid motors and liquid engines, stage propulsion, thrust vector control, structural and dynamics, safety and mission assurance. During each commercial crew launch, an engineering support team is on console at Marshall’s Huntsville Operations Support Center, which has provided launch operations support since Apollo, providing real-time oversight to safety standards for the vehicle and verifying data. Launch vehicle support for Commercial Crew has come as a paradigm shift for the MSFC team, inspiring new approaches that leverage expertise and best practices from past NASA-developed launch vehicle missions, while at the same time providing new synergies from work with commercial partners on CCP. This paper will explore the role that the Marshall launch vehicle services team plays in the Commercial Crew Program, as well as lessons learned from the program that will continue to benefit a new era of spaceflight partnerships.

Commercial Crew↗

NASA NTRSDate not supplied

Advanced Modeling of Control-Structure Interaction in Thrust Vector Control Systems

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. During the development of the SLS TVC system, a family of advanced dynamics models were developed to extend and compliment the simplified quasi-linear “simplex” model historically used for flight control design and stability analysis. The importance of these advanced models became increasingly evident after ambient and hot fire testing of the Core Stage, which revealed a number of findings associated with the dynamic response of the TVC integrated system. Test responses suggested that the TVC did not meet its performance specifications and its step and frequency responses exhibited unexpected departures from prior lab tests and modeled behavior. One driving factor for these results was a higher-than-expected degree of coupling between the TVC system, the engine dynamics, and the Core Stage structure. This paper is the third installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, a new method of modeling rocket vehicle thrust vectoring servoelastic dynamics is presented. In this approach, the load dynamics are replaced by a detailed finite element model containing both the rigid body and elastic modes. A partitioning technique is used to compute the effective compliance from the modal data and obtain accurate simulation results using a reduced number of generalized coordinates. Coupled backup structure and nozzle attach compliance effects on multiple engines are captured in higher fidelity than with a spring approximation, eliciting novel effects due to the complex load paths involved in the Core Stage structure. Validation of the model is demonstrated using a variety of structural/modal, laboratory, and full-scale hot fire test data.

Launch Vehicles↗

NASA NTRSDate not supplied

Advanced Modeling of Control-Structure Interaction in Thrust Vector Control Systems

Launch Vehicles↗

NASA NTRS1972

Combining ascent loads

Criteria and guidelines are presented for combining loads that develop during the ascent phase of a space flight. The primary load-caring structure is discussed including the basic tank and interconnecting members, engine support mounts and connections to tank structure, transition structures between stages, payload shrouds, and the basic support points at separation planes.

Houbolt, J. C.↗

DOE OSTI2020

Constructing Polymorphic Nanodomains in BaTiO 3 Films via Epitaxial Symmetry Engineering

Ferroelectric materials owning a polymorphic nanodomain structure usually exhibit colossal susceptibilities to external mechanical, electrical, and thermal stimuli, thus holding huge potential for relevant applications. Despite the success of traditional strategies by means of complex composition design, alternative simple methods such as strain engineering have been intensively sought to achieve a polymorphic nanodomain state in lead-free, simple-composition ferroelectric oxides in recent years. Here, a nanodomain configuration with morphed structural phases is realized in an epitaxial BaTiO3 film grown on a (111)-oriented SrTiO3 substrate. Using a combination of experimental and theoretical approaches, it is revealed that a threefold rotational symmetry element enforced by the epitaxial constraint along the [111] direction of BaTiO3 introduces considerable instability among intrinsic tetragonal, orthorhombic, and rhombohedral phases. Such phase degeneracy induces ultrafine ferroelectric nanodomains (1-10 nm) with low-angle domain walls, which exhibit significantly enhanced dielectric and piezoelectric responses compared to the (001)-oriented BaTiO3 film with uniaxial ferroelectricity. Therefore, the finding highlights the important role of epitaxial symmetry in domain engineering of oxide ferroelectrics and facilitates the development of dielectric capacitors and piezoelectric devices.

36 MATERIALS SCIENCE↗

DOE OSTI2022

Development of self-sensing materials for extreme environments based on metamaterial concept and additive manufacturing

Structural health monitoring of an engineered component in a harsh environment is critical for multiple DOE missions including nuclear fuel cycle, subsurface energy production/storage, and energy conversion. Supported by a seeding Laboratory Directed Research & Development (LDRD) project, we have explored a new concept for structural health monitoring by introducing a self-sensing capability into structural components. The concept is based on two recent technological advances: metamaterials and additive manufacturing. A self-sensing capability can be engineered by embedding a metastructure, for example, a sheet of electromagnetic resonators, either metallic or dielectric, into a material component. This embedment can now be realized using 3-D printing. The precise geometry of the embedded metastructure determines how the material interacts with an incident electromagnetic wave. Any change in the structure of the material (e.g., straining, degradation, etc.) would inevitably perturbate the embedded metastructures or metasurface array and therefore alter the electromagnetic response of the material, thus resulting in a frequency shift of a reflection spectrum that can be detected passively and remotely. This new sensing approach eliminates complicated environmental shielding, in-situ power supply, and wire routing that are generally required by the existing active-circuit-based sensors. The work documented in this report has preliminarily demonstrated the feasibility of the proposed concept. The work has established the needed simulation tools and experimental capabilities for future studies.

36 MATERIALS SCIENCE↗

NASA NTRS1988

Continuous fiber ceramic matrix composites for heat engine components

High strength at elevated temperatures, low density, resistance to wear, and abundance of nonstrategic raw materials make structural ceramics attractive for advanced heat engine applications. Unfortunately, ceramics have a low fracture toughness and fail catastrophically because of overload, impact, and contact stresses. Ceramic matrix composites provide the means to achieve improved fracture toughness while retaining desirable characteristics, such as high strength and low density. Materials scientists and engineers are trying to develop the ideal fibers and matrices to achieve the optimum ceramic matrix composite properties. A need exists for the development of failure models for the design of ceramic matrix composite heat engine components. Phenomenological failure models are currently the most frequently used in industry, but they are deterministic and do not adequately describe ceramic matrix composite behavior. Semi-empirical models were proposed, which relate the failure of notched composite laminates to the stress a characteristic distance away from the notch. Shear lag models describe composite failure modes at the micromechanics level. The enhanced matrix cracking stress occurs at the same applied stress level predicted by the two models of steady state cracking. Finally, statistical models take into consideration the distribution in composite failure strength. The intent is to develop these models into computer algorithms for the failure analysis of ceramic matrix composites under monotonically increasing loads. The algorithms will be included in a postprocessor to general purpose finite element programs.

Tripp, David E.↗

NASA NTRS1981

Low-thrust chemical propulsion system pump technology

Candidate pump and driver systems for low thrust cargo orbit transfer vehicle engines which deliver large space structures to geosynchronous equatorial orbit and beyond are evaluated. The pumps operate to 68 atmospheres (1000 psi) discharge pressure and flowrates suited to cryogenic engines using either LOX/methane or LOX/hydrogen propellants in thrust ranges from 445 to 8900 N (100 to 2000 lb F). Analysis of the various pumps and drivers indicate that the low specific speed requirement will make high fluid efficiencies difficult to achieve. As such, multiple stages are required. In addition, all pumps require inducer stages. The most attractive main pumps are the multistage centrifugal pumps.

Sabiers, R. L.↗

NASA NTRS2003

Integrated Propulsion/Vehicle System Structurally Optimized

Ongoing research and testing are essential in the development of air-breathing hypersonic propulsion technology, and this year some positive advancement was made at the NASA Glenn Research Center. Recent work performed for GTX, a rocket-based combined-cycle, single-stage-to-orbit concept, included structural assessments of both the engine and flight vehicle. In the development of air-breathing engine technology, it is impractical to design and optimize components apart from the fully integrated system because tradeoffs must be made between performance and structural capability. Efforts were made to control the flight trajectory, for example, to minimize the aerodynamic heating effects. Structural optimization was applied to evaluate concept feasibility and was instrumental in the determination of the gross liftoff weight of the integrated system. Achieving low Earth orbit with even a small payload requires an aggressive approach to weight minimization through the use of lightweight, oxidation-resistant composite materials. Assessing the integrated system involved investigating the flight trajectory to determine where the critical load events occur in flight and then generating the corresponding environment at each of these events. Structural evaluation requires the mapping of the critical flight loads to finite element models, including the combined effects of aerodynamic, inertial, combustion, and other loads. NASA s APAS code was used to generate aerodynamic pressure and temperature profiles at each critical event. The radiation equilibrium surface temperatures from APAS were used to predict temperatures through the thickness. Heat transfer solutions using NASA's MINIVER code and the SINDA code (Cullimore & Ring Technologies, Littleton, CO) were calculated at selective points external to the integrated vehicle system and then extrapolated over the entire exposed surface. FORTRAN codes were written to expedite the finite element mapping of the aerodynamic heating effects for the internal structure.

Hunter, James E.↗

DOE OSTI2017

Gas flow path for a gas turbine engine

A duct arrangement in a can annular gas turbine engine. The gas turbine engine has a gas delivery structure for delivering gases from a plurality of combustors to an annular chamber that extends circumferentially and is oriented concentric to a gas turbine engine longitudinal axis for delivering the gas flow to a first row of blades A gas flow path is formed by the duct arrangement between a respective combustor and the annular chamber for conveying gases from each combustor to the first row of turbine blades The duct arrangement includes at least one straight section having a centerline that is misaligned with a centerline of the combustor.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1983

Progress in propulsion system/airframe structural integration

Attention is given to the improvements in mathematical modeling, and the emerging role of computer-related technology, in airframe structural technology advancements related to the engine/airframe integration requirements of such recent designs as the 747 airliner's JT9D turbofan engine nacelle. Also noted are investigation results concerning propulsion system flight loads and their influence on thrust-specific fuel consumption deterioration, which has been addressed through the development of the novel structural concept of the 'load-carrying core cowl' engine nacelle structure. Analytical studies on integrated system vibration include low frequency, nonsynchronous vibration analyses of large, high bypass turbofan engines that have been conducted by means of three-dimensional integrated finite element models.

White, J. L.↗

DOE OSTI2021

Robust Molecular Predictive Methods for Novel Polymer Discovery and Applications

Polymeric materials are ubiquitous in modern society and they play an instrumental role in almost all industries, undoubtedly including the energy and environment sectors. Increased demand of energy and awareness to sustainability both necessitates the development of novel polymers with enhanced properties. Unfortunately, their structural and behavioral complexity render such discovery challenging and impeded. To address this problem, scientists are developing various computational modeling techniques and leveraging their power to depict the relationship between structural characteristics of polymers and their properties (such as rheological behaviors), and use such prediction to guide the design and syntheses of novel polymeric materials with enhanced performances. Unfortunately, predicting the relationships between polymer structure and composition with rheological properties via atomistic modeling is still a major challenge because of the extended time and length scales involved. Studying dynamic shear viscosity and linear viscoelasticity using molecular models requires capabilities that have been elusive, including representation of large molecular weight chains with an effective internal scale capable of describing entanglement, shear-rates that are in the s-1 scale with accurate quantitative stresses, and chemically-realistic combinations of both homogeneous and heterogeneous systems. Motivated by these unmet challenges, the overall technical objective of this DOE-STTR Phase II project is to develop robust molecular predictive methods for advanced polymer discovery and applications and especially for designing and demonstrating the “smart” polymer-based waterflooding enhanced oil recovery (EOR) process. In particular, we apply state-of-the-art molecular modeling methods developed by our academic partner, Materials Stimulation Center (MSC) at California Institute of Technology (Caltech), to facilitate and accelerate the experimental discovery processes. During the Phase I of this project, we had focused on development and demonstration of the molecular modeling methods to describe rheological properties of non-Newtonian polymer fluids, and to improve our fundamental understandings of shear-thickening mechanism and kinetics. In Phase II, we further apply the theoretical models to guide our experimental programs to improve our design of smart rheology modifier (SRM) polymers and their optimization for EOR. Specifically, we have three objectives in the Phase II study: (1) to further improve out computational modeling methods, coupling with the advanced machine learning algorithms; (2) to develop cost-effective and efficient SRM-flooding process suitable for EOR applications under typical reservoir conditions; and (3) to further explore the application of our molecular predictive models for innovative material discovery in other industrial applications. The recent development of our multiscale predictive framework allows the successful prediction of rheological properties from the chemical structure for polymers of experimentally relevant molecular weights, and provides an in-silico machine learning engine for screening novel compositions and structures with optimized non-Newtonian response, required for both shear-thinning and shear-thickening applications. Our framework provides: (1) procedures and tools for systematic coarsening from atomistic models and reverse mapping of coarse-grain models to atomistic, (2) unique ab initio methods to characterize the atomistic origin of colloidal and interfacial interactions and phenomena, (3) systematic structure and composition builders based on practical descriptors that drive rheological changes in polymer melts and diluted polymer mixtures, (4) a rheological properties engine capable of predicting viscosity in the zero-shear limit and under realistic dynamic conditions (for shear-rates commensurate with experiments) for large heterogeneous systems, (5) coarse-grain force fields with improved non-bond descriptions based on accurate quantum mechanics, (6) an in-silico screening machine learning engine that feeds from the systematic model builders to cover the descriptors search space, computes the rheological properties from converged trajectories spanning sub-milliseconds and ranks them for each structure/composition using an automated viscosity-vs-shear rate fitness function that can be tuned for shear-thickening, shear-thinning and other rheological responses.

02 PETROLEUM↗