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Acceleration factor of thermonuclear reactions in compressed hydrogen plasma
Ballistic piston compressor used to study opacity of hot highly compressed hydrogen
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Analysis of compressible turbulent mixing of parallel coaxial hydrogen-air jets at supersonic speed for outer jet and subsonic speed for inner jet
An advanced technology, fully dedicated nuclear-electrolytic hydrogen production facility is presented. This plant will produce hydrogen and oxygen only and no electrical power will be generated for off-plant use. The conceptual design was based on hydrogen production to fill a pipeline at 1000 psi and a 3000 MW nuclear base, and the base-line facility nuclear-to-shaftpower and shaftpower-to-electricity subsystems, the water treatment subsystem, electricity-to-hydrogen subsystem, hydrogen compression, efficiency, and hydrogen production cost are discussed. The final conceptual design integrates a 3000 MWth high-temperature gas-cooled reactor operating at 980 C helium reactor-out temperature, direct dc electricity generation via acyclic generators, and high-current density, high-pressure electrolyzers based on the solid polymer electrolyte approach. All subsystems are close-coupled and optimally interfaced and pipeline hydrogen is produced at 1000 psi. Hydrogen costs were about half of the conventional nuclear electrolysis process.
Rapidly emerging fuel-cell-power technologies may be used to launch a new revolution of electric propulsion systems for light aircraft. Future small electric airplanes using fuel cell technologies hold the promise of high reliability, low maintenance, low noise, and - with the exception of water vapor - zero emissions. An analytical feasibility and performance assessment was conducted by NASA Glenn Research Center's Airbreathing Systems Analysis Office of a fuel-cell-powered, propeller-driven, small electric airplane based on a model of the MCR-01 two-place kitplane (Dyn'Aero, Darois, France). This assessment was conducted in parallel with an ongoing effort by the Advanced Technology Products Corporation and the Foundation for Advancing Science and Technology Education. Their project - partially funded by a NASA grant - is to design, build, and fly the first manned, continuously propelled, nongliding electric airplane. In our study, an analytical performance model of a proton exchange membrane (PEM) fuel cell propulsion system was developed and applied to a notional, two-place light airplane modeled after the MCR-01 kitplane. The PEM fuel cell stack was fed pure hydrogen fuel and humidified ambient air via a small automotive centrifugal supercharger. The fuel cell performance models were based on chemical reaction analyses calibrated with published data from the fledgling U.S. automotive fuel cell industry. Electric propeller motors, rated at two shaft power levels in separate assessments, were used to directly drive a two-bladed, variable-pitch propeller. Fuel sources considered were compressed hydrogen gas and cryogenic liquid hydrogen. Both of these fuel sources provided pure, contaminant-free hydrogen for the PEM cells.
NASA and Meta Vista have been actively working the development of a new type of cryogenic refrigeration cycle, one that uses hydrogen as the working fluid and compresses this hydrogen using an electrochemical hydrogen compressor. This new cycle has many advantages compared to current state of the art. The electrochemical compressor is more efficient than a mechanical compressor. It is a solid-state device with no moving parts, no vibration, and no lubrication requirements. The compressor is powered by direct current, so there is no Electromagnetic Interference (EMI). The power systems integration will be simpler and more efficient than typical space cryocooler power systems.
Models of the major planets are in part based on the equations of state of very compressible materials such as hydrogen and helium. A technique of isentropically compressing soft material to several Mbar and some preliminary results on fused quartz (silicon dioxide) and liquid hydrogen is described. Quartz was found to be an electrical non-conductor up to 5 Mbar and has a volume of about 0.15 cubic centimeters per gram at that pressure. Liquid hydrogen was found to have a volume of about 1 cm3/g at a pressure of about 2 Mbar. It was not determined if it was transformed into a metal.
Computer programs and resulting tabulations are presented of pipeline length-to-diameter ratios as a function of Mach number and pressure ratios for compressible flow. The tabulations are applicable to air, nitrogen, oxygen, and hydrogen for compressible isothermal flow with friction and compressible adiabatic flow with friction. Also included are equations for the determination of weight flow. The tabulations presented cover a wider range of Mach numbers for choked, adiabatic flow than available from commonly used engineering literature. Additional information presented, but which is not available from this literature, is unchoked, adiabatic flow over a wide range of Mach numbers, and choked and unchoked, isothermal flow for a wide range of Mach numbers.
Description of a split-sphere apparatus modified for use at low temperature and affording a possible method for compressing molecular hydrogen to a pressure in excess of 1 Mbar and for converting it to the metallic state. The construction costs of the apparatus are relatively low and the amount of liquid helium required for low-temperature operation is readily obtainable with modern liquefiers.
The three-dimensional flow of a self-gravitating fluid is numerically simulated using a Fourier pseudospectral method with a logarithmic variable formulation. Two cases with zero total angular momentum are studied in detail, a 32(exp 3) simulation (Run A) and a 64(exp 3) simulation (Run B). Other than the grid size, the primary differences between the two cases are that Run A modeled atomic hydrogen and had considerably more compressible motion initially than Run B, which modeled molecular hydrogen. ('Compressible motion' is that part of the velocity which has zero curl, but non-zero divergence). The numerical results indicate that gravitational collapse can proceed in a variety of ways. In Run A, collapse led to an elongated tube-like structure, while in Run B, collapse led to a flatter, disk-like structure.
Jacketed multilayer insulation system design, fabrication and compression testing for liquid hydrogen storage tank
An investigation was made to determine whether a sufficient amount of hydrogen could be efficiently burned in a compression-ignition engine to compensate for the increase of lift of an airship due to the consumption of the fuel oil. The performance of a single-cylinder four-stroke-cycle compression-ignition engine operating on fuel oil alone was compared with its performance when various quantities of hydrogen were inducted with the inlet air. Engine-performance data, indicator cards, and exhaust-gas samples were obtained for each change in engine-operating conditions.
Solid normal hydrogen was compressed in a diamond-anvil cell to pressures above 200 GPa. Spontaneous Raman spectra demonstrate that the solid undergoes a structural phase transformation beginning at 145 GPa at 77 K, as evidenced by an abrupt discontinuity in the intramolecular vibron frequency as a function of pressure. The magnitude of the vibron-frequency shift and the pressure-temperature conditions of the phase transformation are consistent with its identification as the theoretically predicted pressure-induced orientational ordering of the molecular solid.
Cumulative composite damage in composite pressure vessels (CPVs) currently is not monitored on-orbit. Consequently, hazards due to catastrophic burst before leak (BBL) or compromised CPV reliability cannot be ascertained or mitigated, posing a risk to crew and mission assurance. The energy associated with CPV rupture can be significant, especially with high pressure gases are under containment, and the energy releases can be severe enough to cause injury, death, loss of assets or mission. Dual-Use Rationale: CPVs similar to those used by NASA on ISS, for example, are finding increasing use in automotive and transportation industry applications. These CPVs generally have a nonload sharing liner and are repeatedly filled over their service lifetime, typically with hydrogen or compressed natural gas (CNG). The same structural health monitoring equipment and software developed by NASA WSTF for evaluating, in real-time, the health of NASA CPVs on ISS will be used to evaluate the health of automotive CPVs, the only differences being the type and design of the CPV, and the in-service lifetime pressure histories. HSF Need(s)/Performance Characteristic(s) Supported: 1) Enable on-board vehicle systems management for mission critical functions at destinations with > 3 second time delay 2) Enable autonomous nominal operations and FDIR for crewed and un-crewed systems 3) Reduce on-board crew time to sustain and manage vehicle by factor of 2x at destinations with > 6 second time delay (see Crew Autonomy sheet) 4) Reduce earth-based mission ops "back room engineering" requirements for distant mission support delay (see Mission Autonomy sheet)
This paper describes testing that was conducted using a mass gauge in a liquid hydrogen environment. The mass gauge, herein referred to as the 'compressibility gauge,' is being developed as a means to accurately determine the mass of liquid contained in a tank in a low-gravity environment. The concept is based on the thermodynamic principle that the pressure of gas or vapor changes when its volume changes. Previous work has been conducted by Southwest Research Institute in collaboration with NASA Lewis Research Center. This consisted of testing the concept with water and other cryogenic simulant fluids. The purpose of conducting liquid hydrogen tests is to test the concept in actual cryogenic conditions, and address hardware issues that arise in fabricating a test article for use in liquid hydrogen.
An approach to the liquefaction of hydrogen was developed which permits the application of standard centrifugal compressors in place of reciprocating machines. A second fluid, such as propane, is added to the hydrogen prior to compression to form a mixture having a molecular weight much greater than that of hydrogen alone, so that a standard centrifugal compressor can be used. After compression, the mixture is cooled to cryogenic temperature levels where the propane condenses out of the mixture and is separated as a liquid. Since a small amount of deuterium is produced during hydrogen liquefaction, the potential of recovering deuterium and selling it as a co-product was investigated. Deuterium, in the form of heavy water, can be used in certain nuclear reactors as a neutron moderator to reduce the neutron velocity and enhance the probability of neutron collision with uranium nucleii.
SKYRE, Inc. received NASA SBIR and STTR funding to develop electrochemical systems for recovering and compressing gases. SKYRE has worked with Stennis Space Center to advance the company’s Hydrogen Recovery System (HRS) for supplying compressed hydrogen and helium, which are required for rocket engine testing. Through funding from the NASA Civilian Commercialization Readiness Pilot Program, and with business training from the NASA SBIR/STTR I-Corps program, SKYRE has commercialized its technology into two product lines, valuing SBIR/STTR-related revenue at $25 million.