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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

High-frequency techniques for RCS prediction of plate geometries and a physical optics/equivalent currents model for the RCS of trihedral corner reflectors

Part 1 of this report continues the investigation, initiated in previous reports, of scattering from rectangular plates coated with lossy dielectrics. The hard polarization coefficients given in the last report are incorporated into a model, which includes second- and third-order diffractions, for the coated plate. Computed results from this model are examined and compared to measured data. A breakdown of the contribution of each of the higher-order terms to the total radar cross section (RCS) is given. The effectiveness of the uniform theory of diffraction (UTD) model in accounting for the coating effect is investigated by examining a Physical Optics (PO) model which incorporates the equivalent surface impedance approximation used in the UTD model. The PO, UTD, and experimental results are compared. Part 2 of this report presents a RCS model, based on PO and the Method of Equivalent Currents (MEC), for a trihedral corner reflector. PO is used to account for the reflected fields, while MEC is used for the diffracted fields. Single, double, and triple reflections and first-order diffractions are included in the model. A detailed derivation of the E(sub theta)-polarization, monostatic RCS is included. Computed results are compared with finite-difference time-domain (FDTD) results for validation. The PO/MEC model of this report compares very well with the FDTD model, and it is a much faster model in terms of computational speed.

Balanis, Constantine A.↗
NASA NTRS1994

High-frequency techniques for RCS prediction of plate geometries and a physical optics/equivalent currents model for the RCS of trihedral corner reflectors, parts 1 and 2

Formulations for scattering from the coated plate and the coated dihedral corner reflector are included. A coated plate model based upon the Uniform Theory of Diffraction (UTD) for impedance wedges was presented in the last report. In order to resolve inaccuracies and discontinuities in the predicted patterns using the UTD-based model, an improved model that uses more accurate diffraction coefficients is presented. A Physical Optics (PO) model for the coated dihedral corner reflector is presented as an intermediary step in developing a high-frequency model for this structure. The PO model is based upon the reflection coefficients for a metal-backed lossy material. Preliminary PO results for the dihedral corner reflector suggest that, in addition to being much faster computationally, this model may be more accurate than existing moment method (MM) models. An improved Physical Optics (PO)/Equivalent Currents model for modeling the Radar Cross Section (RCS) of both square and triangular, perfectly conducting, trihedral corner reflectors is presented. The new model uses the PO approximation at each reflection for the first- and second-order reflection terms. For the third-order reflection terms, a Geometrical Optics (GO) approximation is used for the first reflection; and PO approximations are used for the remaining reflections. The previously reported model used GO for all reflections except the terminating reflection. Using PO for most of the reflections results in a computationally slower model because many integrations must be performed numerically, but the advantage is that the predicted RCS using the new model is much more accurate. Comparisons between the two PO models, Finite-Difference Time-Domain (FDTD) and experimental data are presented for validation of the new model.

Balanis, Constantine A.↗
NASA NTRS2008

Visualization of Flowfield Modification by RCS Jets on a Capsule Entry Vehicle

Nitric oxide planar laser-induced fluorescence (NO PLIF) has been used to visualize the flow on the aft-body of an entry capsule having an activated RCS jet in NASA Langley Research Center's 31-Inch Mach 10 wind tunnel facility. A capsule shape representative of the Apollo command module was tested. These tests were performed to demonstrate the ability of the PLIF method to visualize RCS jet flow while providing some preliminary input to NASA's Orion Vehicle design team. Two different RCS nozzle designs - conical and contoured - were tested. The conical and contoured nozzles had area ratios of 13.4 and 22.5 respectively. The conical nozzle had a half-angle of 10 . Low- and high-Reynolds number cases were investigated by changing the tunnel stagnation pressure from 350 psi to 1300 psi, resulting in freestream Reynolds numbers of 0.56 and 1.8 million per foot respectively. For both of these cases, three different jet plenum pressures were tested (nominally 56, 250 and 500 psi). A single angle-of-attack was investigated (24 degrees). NO PLIF uses an ultraviolet laser sheet to interrogate a slice in the flow containing seeded NO; this UV light excites fluorescence from the NO molecules which is detected by a high-speed digital camera. The system has spatial resolution of about 200 microns (2 pixel blurring) and has flow-stopping time resolution (approximately 1 microsecond). NO was seeded into the flow two different ways. First, the RCS jet fluid was seeded with approximately 1-5% NO, with the balance N2. This allowed observation of the shape, structure and trajectory of the RCS jets. Visualizations of both laminar and turbulent flow jet features were obtained. Visualizations were obtained with the tunnel operating at Mach 10 and also with the test section held at a constant pressure similar to the aftbody static pressure (0.04 psi) obtained during tunnel runs. These two conditions are called "tunnel on" and "tunnel off" respectively. Second, the forebody flow was seeded with a very low flowrate (<100 standard cubic centimeters per minute) of pure NO. This trace gas was entrained into and allowed visualization of the shear layer forming between the expansion fan on the shoulder of the model and the recirculating separated flow in the wake of the model. This shear layer was observed to be laminar in the absence of the RCS jet operation and turbulent above a certain RCS jet flowrate. Furthermore, the operation of the RCS jet is seen to push the shear layer out away from the model, with a higher jet pressures resulting in larger deflections. Figures show some data from this test, partially processed. In the final paper, these images will be processed and rendered on a three dimensional visualization of the test hardware for clearer visualization and interpretation of the flowfields.

Danehy, P. M.↗
NASA NTRS1992

RCS reduction of a microstrip patch using lumped loads

In this report we consider the radar cross section (RCS) of a single rectangular patch antenna in a recessed cavity. Using a previously developed finite element-boundary integral method code, a study is performed on the patch's RCS as a function of frequency. To reduce the RCS of the patch at the resonant frequency, lumped (resistive) loads are placed at the edges of the patch. The effects of the lumped loads on the patch's RCS and gain are examined and it is observed that the RCS and gain are reduced as the as the load value decreases, whereas the antenna's bandwidth is increased. At resonance, the usual relations between the RCS and gain is observed, but it is shown that this relation no longer holds at frequencies away from resonance.

Volakis, John L.↗
NASA NTRSDate not supplied

Feasibility and Utility of a Cryogenic Integrated RCS

Traditional in-space propulsion systems use storable propellants, such as MMH/NTO, for applications beyond Low Earth Orbit (LEO). Modern advancements in Cryogenic Fluid Management (CFM) technologies opens the door for use of more efficient cryogenic propellants, such as LOX/LCH4 or LOX/LH2, in these long-duration missions beyond LEO. As these Main Propulsion Systems (MPS) transition to cryogenic propellants, a cryogenic solution for Reaction Control Systems (RCS) becomes attractive for several reasons. A mixed-fluid vehicle solution with cryogenic (cool) MPS and storable (warm) RCS complicates thermal management. Additionally, a vehicle with common cryogenic propellant across the MPS and RCS could take advantage of shared hardware such as tanks, thermal management equipment, and pressurization system, reducing mass and development time. The fluid system design proposed in this presentation features shared hardware, leading to the designation of Cryogenic Integrated Reaction Control System (iRCS). The iRCS design stores cryogenic propellant in the low-pressure (10’s psia) MPS tanks, creates steady high-pressure (100’s psia) flow through an electric pump (e-pump), feeds pulse-firing RCS thrusters, and returns any excess flow to the tank through a pressure control device on a recirculation line. This iRCS design is inspired by the automotive fuel-rail, where similar elevated-pressure and pulse-firing requirements are levied. This design has several inherent advantages. Because this design is pump-fed rather than pressure-fed, heavy, high-pressure propellant storage is not required. The RCS propellant can therefore be stored by increasing MPS tank volume. Furthermore, by increasing the pressure of the circulated fluid through an e-pump, the propellant quality moves further into the sub-cooled regime. Sub-cooled liquid is desirable for accurate pressure and flow control at the thruster inlet. Lastly, the iRCS allows the distribution system hardware to maintain cryogenic temperatures by slowly recirculating liquid in a low-energy “Idle Mode”. Altogether, the iRCS concept enables a more efficient cryogenic vehicle design.

Integrated↗
NASA NTRSDate not supplied

Feasibility and Utility of a Cryogenic Integrated RCS

Traditional in-space propulsion systems use storable propellants, such as MMH/NTO, for applications beyond Low Earth Orbit (LEO). Modern advancements in Cryogenic Fluid Management (CFM) technologies opens the door for use of more efficient cryogenic propellants, such as LOX/LCH4 or LOX/LH2, in these long-duration missions beyond LEO. As these Main Propulsion Systems (MPS) transition to cryogenic propellants, a cryogenic solution for Reaction Control Systems (RCS) becomes attractive for several reasons. A mixed-fluid vehicle solution with cryogenic (cool) MPS and storable (warm) RCS complicates thermal management. Additionally, a vehicle with common cryogenic propellant across the MPS and RCS could take advantage of shared hardware such as tanks, thermal management equipment, and pressurization system, reducing mass and development time. The fluid system design proposed in this presentation features shared hardware, leading to the designation of Cryogenic Integrated Reaction Control System (iRCS). The iRCS design stores cryogenic propellant in the low-pressure (10’s psia) MPS tanks, creates steady high-pressure (100’s psia) flow through an electric pump (e-pump), feeds pulse-firing RCS thrusters, and returns any excess flow to the tank through a pressure control device on a recirculation line. This iRCS design is inspired by the automotive fuel-rail, where similar elevated-pressure and pulse-firing requirements are levied. This design has several inherent advantages. Because this design is pump-fed rather than pressure-fed, heavy, high-pressure propellant storage is not required. The RCS propellant can therefore be stored by increasing MPS tank volume. Furthermore, by increasing the pressure of the circulated fluid through an e-pump, the propellant quality moves further into the sub-cooled regime. Sub-cooled liquid is desirable for accurate pressure and flow control at the thruster inlet. Lastly, the iRCS allows the distribution system hardware to maintain cryogenic temperatures by slowly recirculating liquid in a low-energy “Idle Mode”. Altogether, the iRCS concept enables a more efficient cryogenic vehicle design.

Integrated Reaction Control System↗
NASA NTRS1982

Qualitative differences between on-orbit and transition RCS control

Two separate reaction control system (RCS) digital autopilots (DAPs) evolved from one original Space Shuttle orbital autopilot concept. A computer overload forced this evolution. Part of the overload problem was due to unique performance requirements imposed on the RCS controller during each of several different flight regimes. The two resultant RCS DAPs yield different effector responses because they rely on different sources of sensory input and they process data differently. This paper describes the evolution of the two RCS controllers and illustrates their behavioral differences. The transition autopilot, used in orbital insertion and deorbit, is sensitive to orbiter flexure due to its feedthrough character. The on-orbit autopilot is sensitive to transient rate control degradation from large disturbances due to feed-forward rate estimation. Simulation results and flight data are used to illustrate performance differences between the two autopilots under various conditions. These include computer failures where electronic stringing and procedural reconfiguration differences affect autopilot behavior.

Hattis, P. D.↗
NASA NTRS2003

Design and Testing of Non-Toxic RCS Thrusters for Second Generation Reusable Launch Vehicle

The current NASA Space Shuttle auxiliary propulsion system utilizes nitrogen tetroxide (NTO) and monomethylhydrazine (MMH), hypergolic propellants. This use of these propellants has resulted in high levels of maintenance and precautions that contribute to costly launch operations. By employing alternate propellant combinations, those less toxic to humans, the hazards and time required between missions can be significantly reduced. Use of alternate propellants can thereby increase the efficiency and lower the cost in launch operations. In support of NASA's Space Launch Initiative (SLI), TRW proposed a three-phase project structured to significantly increase the technology readiness of a high-performance reaction control subsystem (RCS) thruster using non-toxic propellant for an operationally efficient and reusable auxiliary propulsion system (APS). The project enables the development of an integrated primary/vernier thruster capable of providing dual-thrust levels of both 1000-lbf class thrust and 25-lbf thrust. The intent of the project is to reduce the risk associated with the development of an improved RCS flight design that meets the primary NASA objectives of improved safety and reliability while reducing systems operations and maintenance costs. TRW proposed two non-toxic auxiliary propulsion engine designs, one using liquid oxygen and liquid hydrogen and the other using liquid oxygen and liquid ethanol, as candidates to meet the goals of reliability and affordability at the RCS level. Both of these propellant combinations offer the advantage of a safe environment for maintenance, while at the same time providing adequate to excellent performance for a conventional liquid propulsion systems. The key enabling technology incorporated in both TRW thrusters is the coaxial liquid on liquid pintle injector. This paper will concentrate on only the design and testing of one of the thrusters, the liquid oxygen (LOX) and liquid hydrogen (LH2) thruster. The LOX/LH2 thruster design includes a LOX-centered pintle injector, consisting of two rows of slots that create a radial spoke spray pattern in the combustion chamber. The main fuel injector creates a continuous sheet of LH2 originating upstream of the LOX pintle injector. The two propellants impinge at the pintle slots, where the resulting momentum ratio and spray pattern determines the combustion efficiency and thermal effects on the hardware. Another enabling technology used in the design of this thruster is fuel film cooling through a duct, lining the inner wall of the combustion chamber barrel section. The duct is also acts as a secondary fuel injection point. The variation in the amount of LH2 used for the duct allows for adjustments in the cooling capacity for the thruster. The Non-Toxic LOX-LH2 RCS Workhorse Thruster was tested at the NASA Marshall Space Flight Center's Test Stand 500. Hot-fire tests were conducted between March 08, 2002 and April 05, 2002. All testing during the program base period were performed at sea-level conditions. During the test program, 7 configurations were tested, including 2 combustion chambers, 3 LOX injector pintle tips, and 4 LH2 injector stroke settings. The operating conditions that were surveyed varied thrust levels, mixture ratio and LH2 duct cooling flow. The copper heat sink chamber was used for 16 burns, each burn lasting from 0.4 to 10 seconds, totaling 51.4 seconds, followed by Haynes chamber testing ranging from 0.9 to 120 seconds, totaling 300.9 seconds. The total accumulated burn time for the test program is 352.3 seconds. C* efficiency was calculated and found to be within expectable limits for most operating conditions. The temperature on the Haynes combustion chamber remained below established material limits, with the exception of one localized hot spot. The test results demonstrate that both the coaxial liquid-on-liquid pintle injector design and fuel duct concepts are viable for the intended application. The thruster head-e design maintained cryogenic injection temperatures while firing, which validates the concept for minimal heat soak back. By injecting fuel into the duct, the throat temperatures were manageable, yet the split of fuel through the cooling duct does not compromise the overall combustion efficiency, which indicates that, provided proper design refinement, such a concept can be applied to a high-performance version of the thruster. These hot fire tests demonstrate the robustness of the duct design concept and good capability to withstand off-nominal operating conditions without adversely impacting the thermal response of the engine, a key design feature for a cryogenic thruster.

Calvignac, Jacky↗
NASA NTRS2006

Visualization of a Capsule Entry Vehicle Reaction-Control System (RCS) Thruster

Planar laser-induced fluorescence (PLIF) was used to visualize the reaction control system (RCS) jet flow emanating from the aft-body of an Apollo-geometry capsule test article in the NASA Langley Research Center 31-Inch Mach 10 Air wind tunnel. The RCS jet was oriented normal to the aft surface of the model and had a nominal Mach number of 2.94. The composition of the jet gas by mass was 95% nitrogen (N2) and 5% nitric oxide (NO). The RCS jet flowrate varied between zero and 0.5 standard liters per minute and the angle of attack and tunnel stagnation pressure were also varied. PLIF was used to excite the NO molecules for flow visualization. These flow visualization images were processed to determine the trajectory and to quantify the flapping of the RCS jet. The spatial resolution of the jet trajectory measurement was about 1 mm and the single-shot precision of the measurement was estimated to be 0.02 mm in the far field of the jet plume. The jet flapping, measured by the standard deviation of the jet centerline position was as large as 0.9 mm, while the jet was 1.5-4 mm in diameter (full width at half maximum). Schlieren flow visualization images were obtained for comparison with the PLIF. Surface pressures were also measured and presented. Virtual Diagnostics Interface (VIDI) technology developed at NASA Langley was used to superimpose and visualize the data sets. The measurements demonstrate some of the capabilities of the PLIF method while providing a test case for computational fluid dynamics (CFD) validation.

Danehy, P. M.↗
NASA NTRSDate not supplied

Controls Algorithms, Models, and Stability Assessments of the RCS and TVC systems on Mars Ascent Vehicle

This paper presents a control systems overview of the Mars Ascent Vehicle (MAV) control design and stability analysis with two separate control methods: Thrust Vector Control (TVC) based control using main engine thrust and Reaction Control System (RCS) via thrusters. A pole-placement TVC controller is proposed to address quickly peaking thrust produced by the MAV solid propulsion engine. The controllerutilizes real-time parameter estimation to calculate control gains using an online pole-placement method. The pole-placement technique allows the controller to maintain constant stability margins throughout the flight under changing parameters and rapidly peaking thrust. A mathematical stability proof via Lyapunov inequality and Nichols method is demonstrated to support the stability of the method. In addition to the TVC control, a phase-plane based RCS control logic is applied to the vehicle for roll control during ascent and all axes during coast phases of flight. The logic implemented is an on-off type logic that applies pre-determined thrusters firings in reference to boundary parameters of pointing and rate error chosen to balance desired pointing with stability. A describing function methodology is applied to the non-linear phase plane loop response to determine linear stability across all flight phases. The controller additionally applies command alteration logic to output signals to account for RCS hardware limitations. The following paper will provide the methodology for controller implementation of the TVC and RCS, and provide a summary of results of the MAV performance applying the aforementioned control design.

Han Woong Bae↗
NASA NTRS2014

NASA Engineering and Safety Center Technical Bulletin No. 14-02: Aerodynamic Reaction Control System (RCS) Orientation and Jet Interaction (JI) Model Validation

Careful consideration should be given to placement and orientation of RCS jet thrusters on hypersonic entry vehicles in order to minimize adverse RCS JI. Modern state-of-the-art computational fluid dynamics (CFD) tools should be able to predict the RCS effectiveness and JI accurately when coupled with verification and validation studies, including the use of appropriately designed experimental wind tunnel testing.

Aerodynamic Reaction Control System↗
DOE OSTI2026

Current status of the electron transport line from RCS to ESR: RTE line

The electron injection system of the U.S. Electron-Ion Collider (EIC) is located outside of the RHIC tunnel. Electrons beams accelerated by the Rapid Cycling Synchrotron (RCS) must be transported to the Electron Storage Ring (ESR), which resides within the RHIC tunnel. To accomplish this, a dedicated beam transport line, referred to as RTE (RCS-to-ESR) line is being designed. The proposed conceptual design comprises three main sections; RCS extraction, a vertical bend and dispersion suppression region, and ESR injection matching. The extraction section uses pulsed kickers and septum magnets to achieve a total deflection angle of 3 degrees. To align the injection section with ESR, the beamline must provide a vertical elevation of 1.68 m, and an array of FODO cells is used to suppress the vertical dispersion. The total length of the RTE line is approximately 133 m, and this paper presents the current design status and considerations for this transport line.

Accelerator Physics↗
DOE OSTI2025

Accumulator Ring Design Energy and RCS-based Proton Driver

Traditional Fermilab proton upgrade scenarios include a "linac option" and an "RCS option". In the former case all the acceleration takes place in the linac into an accumulator ring, and in the latter case as much acceleration as possible takes place in the RCS. Whereas muon collider proton driver scenarios typically assume all linac acceleration, the possibility of an RCS option should be considered more closely. We walk through the technical risks and possible benefits injecting at a lower energy including space-charge, H- stripping, circumference, and linac design.

Eldred, Jeff [Fermilab]↗
NASA NTRS1974

The hard start phenomena in hypergolic engines. Volume 5: RCS engine deformation and destruct tests

Tests were conducted to determine the causes of Apollo Reaction Control (RCS) engine failures. Stainless steel engines constructed for use in the destructive tests are described. The tests conducted during the three phase investigation are discussed. It was determined that the explosive reaction that destroys the RCS engines occurs at the time of engine ignition and is apparently due to either the detonation of the heterogeneous constituents of the rocket engine, consisting primarily of unreacted propellant droplets and vapors, and/or the detonation of explosive materials accumulated on the engine walls from previous pulses. Photographs of the effects of explosions on the simulated RCS engines are provided.

Miron, Y.↗
NASA NTRS1975

Results of test 0A82 in the NASA/LRC 31 inch CFHT on an 0.010-scale model (32-0) of the space shuttle configuration 3 to determine RCS jet flow field interaction and to investigate RT real gas effects

Tests were conducted in the NASA Langley Research Center 31-inch Continuous Flow Hypersonic Wind Tunnel to determine RCS jet interaction effects on hypersonic aerodynamic characteristics and to investigate RT (gas constant times temperature) scaling effects on the RCS similitude. The model was an 0.010-scale replica of the Space Shuttle Orbiter Configuration 3. Hypersonic aerodynamic data were obtained from tests at Mach 10.3 and dynamic pressures of 200, 150, 125, and 100 psf. The RCS modes of pitch, yaw, and roll at free flight dynamic pressure simulation of 20 psf were investigated.

Thornton, D. E.↗
NASA NTRS1983

Space Shuttle third flight /STS-3/ entry RCS analysis

Flight data obtained from three Space Transportation System orbiter entries (STS-1, 2, and 3) are processed and analyzed to determine the roll interactions caused by the firing of the entry reaction control system (RCS). Comparisons between the flight-derived parameters and the predicted derivatives without interaction effects are made. The flight-derived RCS Plume flow-field interaction effects are independently deduced by direct integration of the incremental changes in the wing upper surface pressures induced by RCS side thruster firings. The separately obtained interaction effects are compared to the predicted values and the differences are discussed.

Scallion, W. I.↗
NASA NTRS1989

Shooting and bouncing rays - Calculating the RCS of an arbitrarily shaped cavity

A ray-shooting approach is presented for calculating the interior radar cross section (RCS) from a partially open cavity. In the problem considered, a dense grid of rays is launched into the cavity through the opening. The rays bounce from the cavity walls based on the laws of geometrical optics and eventually exit the cavity via the aperture. The ray-bouncing method is based on tracking a large number of rays launched into the cavity through the opening and determining the geometrical optics field associated with each ray by taking into consideration (1) the geometrical divergence factor, (2) polarization, and (3) material loading of the cavity walls. A physical optics scheme is then applied to compute the backscattered field from the exit rays. This method is so simple in concept that there is virtually no restriction on the shape or material loading of the cavity. Numerical results obtained by this method are compared with those for the modal analysis for a circular cylinder terminated by a PEC plate. RCS results for an S-bend circular cylinder generated on the Cray X-MP supercomputer show significant RCS reduction. Some of the limitations and possible extensions of this technique are discussed.

Ling, Hao↗
NASA NTRS1990

Plume flowfield analysis of the shuttle primary Reaction Control System (RCS) rocket engine

A solution was generated for the physical properties of the Shuttle RCS 4000 N (900 lb) rocket engine exhaust plume flowfield. The modeled exhaust gas consists of the five most abundant molecular species, H2, N2, H2O, CO, and CO2. The solution is for a bare RCS engine firing into a vacuum; the only additional hardware surface in the flowfield is a cylinder (=engine mount) which coincides with the nozzle lip outer corner at X = 0, extends to the flowfield outer boundary at X = -137 m and is coaxial with the negative symmetry axis. Continuum gas dynamic methods and the Direct Simulation Monte Carlo (DSMC) method were combined in an iterative procedure to produce a selfconsistent solution. Continuum methods were used in the RCS nozzle and in the plume as far as the P = 0.03 breakdown contour; the DSMC method was used downstream of this continuum flow boundary. The DSMC flowfield extends beyond 100 m from the nozzle exit and thus the solution includes the farfield flow properties, but substantial information is developed on lip flow dynamics and thus results are also presented for the flow properties in the vicinity of the nozzle lip.

Hueser, J. E.↗