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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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Mechanically Strong Lightweight Materials for Aerospace Applications (x-aerogels)

The X-Aerogel is a new NASA-developed strong lightweight material made by reacting the mesoporous surfaces of 3-D networks of inorganic nanoparticles with polymeric crosslinkers. Since the relative amount of the crosslinker and the backbone are comparable, X-Aerogels can be viewed either as aerogels modified by templated accumulation of polymer on the skeletal nanoparticles, or as nanoporous polymers made by templated casting of polymeric precursors on a nanostructured framework. The most striking feature of X-Aerogels is that for a nominal 3-fold increase in density (still a ultralightweight material), the mechanical strength can be up to 300 times higher than the strength of the underlying native aerogel. Thus, X-Aerogels combine a multiple of the specific compressive strength of steel, with the thermal conductivity of styrofoam. XAerogels have been demonstrated with several polymers such as polyurethanes/polyureas, epoxies and polyolefins, while crosslinking of approximately 35 different oxide aerogels yields a wide variety of dimensionally stable, porous lightweight materials with interesting structural, magnetic and optical properties. X-Aerogels are evaluated for cryogenic rocket fuel storage tanks and for Advanced EVA suits, where they will play the dual role of the thermal insulator/structural material. Along the same lines, major impact is also expected by the use of X-Aerogels in structural components/thermal protection for small satellites, spacecrafts, planetary vehicles and habitats.

Leventis, Nicholas↗
NASA NTRS1972

Development of Lightweight Material Composites to Insulate Cryogenic Tanks for 30-Day Storage in Outer Space

A conceptual design was developed for an MLI system which will meet the design constraints of an ILRV used for 7- to 30-day missions. The ten tasks are briefly described: (1) material survey and procurement, material property tests, and selection of composites to be considered; (2) definition of environmental parameters and tooling requirements, and thermal and structural design verification test definition; (3) definition of tanks and associated hardware to be used, and definition of MLI concepts to be considered; (4) thermal analyses, including purge, evacuation, and reentry repressurization analyses; (5) structural analyses (6) thermal degradation tests of composite and structural tests of fastener; (7) selection of MLI materials and system; (8) definition of a conceptual MLI system design; (9) evaluation of nondestructive inspection techniques and definition of procedures for repair of damaged areas; and (10) preparation of preliminary specifications.

Krause, D. R.↗
NASA NTRS2010

Lightweight Material Patches Allow for Quick Repairs

Cornerstone Research Group Inc., of Dayton, Ohio, has been the recipient of 16 Small Business Innovation Research (SBIR) contracts with NASA with a variety of different focuses, including projects like creating inflatable structures for radio frequency antennas and, most recently, healable polymer matrix composites for future space vehicles. One of its earlier SBIR contracts, with Kennedy Space Center, led to the development of a new type of structural patch for a variety of consumer uses: Rubbn Repair, for automotive uses; and Rec Repair for the outdoors and adventure market. Both are flexible, heat-activated structural patches.

Source record↗
NASA NTRS2026

Micromechanical Design of Carbon Nanotube Ribbon Reinforced Polymer Composite Materials

Lightweight materials are an important component of the design of aerospace structures. Carbon nanotube materials have been considered for this purpose due to the strength and stiffness of individual nanotubes, and the commercial availability of bulk formats such as fibers. These fibers can have a ribbon cross section which results in a different design space for their composites relative to traditional reinforcements which have a round cross section. This work applies brick-and-mortar micromechanical models and classical lamination theory with an inverse approach to investigate the design space of these composites. Using this approach, the influences of fiber geometry and axial and transverse mechanical properties are mapped. Finally, a sensitivity study is performed and the relative impacts of ±10% variations in the constituent material and geometric properties are ranked. Lamina axial moduli were found to range from a maximum of 3x to 1x minimum relative to a target quasi-isotropic laminate modulus depending on the anisotropy and shear modulus of the lamina. The fiber targets depended strongly on the fiber volume fraction in the lamina and the fiber axial modulus target was found to range from 4.8x to 3.2x the quasi-isotropic laminate target. The sensitivity analysis found that the largest driver of performance was the volume fraction, followed by the fiber axial modulus. While bio-based brick-and-mortar composites, such as nacre, can benefit from reinforcement aspect ratios above 10, for carbon nanotube ribbon (or carbon fiber)/polymer composites the sensitivity study indicated that the optimal cross-sectional aspect ratio was relatively smaller, potentially less than three.

Micromechanics↗
NASA NTRS2005

Mechanically Strong, Lightweight Porous Materials Developed (X-Aerogels)

Aerogels are attractive materials for a variety of NASA missions because they are ultralightweight, have low thermal conductivity and low-dielectric constants, and can be readily doped with other materials. Potential NASA applications for these materials include lightweight insulation for spacecraft, habitats, and extravehicular activity (EVA) suits; catalyst supports for fuel cell and in situ resource utilization; and sensors for air- and water-quality monitoring for vehicles, habitats, and EVA suits. Conventional aerogels are extremely fragile and require processing via supercritical fluid extraction, which adds cost to the production of an aerogel and limits the sizes and geometries of samples that can be produced from these materials. These issues have severely hampered the application of aerogels in NASA missions.

Leventis, Nicholas↗
NASA NTRS2007

Strong, Lightweight, Porous Materials

A new class of strong, lightweight, porous materials has been invented as an outgrowth of an effort to develop reinforced silica aerogels. The new material, called X-Aerogel is less hygroscopic, but no less porous and of similar density to the corresponding unmodified aerogels. However, the property that sets X-Aerogels apart is their mechanical strength, which can be as much as two and a half orders of magnitude stronger that the unmodified aerogels. X-Aerogels are envisioned to be useful for making extremely lightweight, thermally insulating, structural components, but they may also have applications as electrical insulators, components of laminates, catalyst supports, templates for electrode materials, fuel-cell components, and filter membranes.

Leventis, Nicholas↗
NASA NTRS1984

Apparatus for forming a continuous lightweight multicell material

An apparatus is described for producing a lightweight structural material (12), by forming gas-filled shells (38) of molten material from a matrix of nozzles (22) that form shells of very uniform size at very uniform rates. The matrix of molten shells coalesce into a multi-cell material of controlled cellular structure. The shells can be of two different sizes (38, 44) that are interspersed, to form a multicell material that has a regular cell pattern but which avoids planes of weakness and localized voids. The gas (50) in the shells can be under a high pressure, and can be a fire extinguishing gas.

Wang, Taylor G.↗
NASA NTRS2006

Manufacturing Precise, Lightweight Paraboloidal Mirrors

A process for fabricating a precise, diffraction- limited, ultra-lightweight, composite- material (matrix/fiber) paraboloidal telescope mirror has been devised. Unlike the traditional process of fabrication of heavier glass-based mirrors, this process involves a minimum of manual steps and subjective judgment. Instead, this process involves objectively controllable, repeatable steps; hence, this process is better suited for mass production. Other processes that have been investigated for fabrication of precise composite-material lightweight mirrors have resulted in print-through of fiber patterns onto reflecting surfaces, and have not provided adequate structural support for maintenance of stable, diffraction-limited surface figures. In contrast, this process does not result in print-through of the fiber pattern onto the reflecting surface and does provide a lightweight, rigid structure capable of maintaining a diffraction-limited surface figure in the face of changing temperature, humidity, and air pressure. The process consists mainly of the following steps: 1. A precise glass mandrel is fabricated by conventional optical grinding and polishing. 2. The mandrel is coated with a release agent and covered with layers of a carbon- fiber composite material. 3. The outer surface of the outer layer of the carbon-fiber composite material is coated with a surfactant chosen to provide for the proper flow of an epoxy resin to be applied subsequently. 4. The mandrel as thus covered is mounted on a temperature-controlled spin table. 5. The table is heated to a suitable temperature and spun at a suitable speed as the epoxy resin is poured onto the coated carbon-fiber composite material. 6. The surface figure of the optic is monitored and adjusted by use of traditional Ronchi, Focault, and interferometric optical measurement techniques while the speed of rotation and the temperature are adjusted to obtain the desired figure. The proper selection of surfactant, speed or rotation, viscosity of the epoxy, and temperature make it possible to obtain the desired diffraction-limited, smooth (1/50th wave) parabolic outer surface, suitable for reflective coating. 7. A reflective coat is applied by use of conventional coating techniques. 8. Once the final figure is set, a lightweight structural foam is applied to the rear of the optic to ensure stability of the figure.

Hermann, Frederick Thomas↗
NASA NTRS1991

Morphology and microstructure of composite materials

Lightweight continuous carbon fiber based polymeric composites are currently enjoying increasing acceptance as structural materials capable of replacing metals and alloys in load bearing applications. As with most new materials, these composites are undergoing trials with several competing processing techniques aimed at cost effectively producing void free consolidations with good mechanical properties. As metallic materials have been in use for several centuries, a considerable database exists on their morphology - microstructure; and the interrelationships between structure and properties have been well documented. Numerous studies on composites have established the crucial relationship between microstructure - morphology and properties. The various microstructural and morphological features of composite materials, particularly those accompanying different processing routes, are documented.

Tiwari, S. N.↗
NASA NTRS1983

Orthotic devices using lightweight composite materials

Potential applications of high strength, lightweight composite technology in the orthotic field were studied. Several devices were designed and fabricated using graphite-epoxy composite technology. Devices included shoe plates, assistive walker devices, and a Simes prosthesis reinforcement. Several other projects having medical application were investigated and evaluations were made of the potential for use of composite technology. A seat assembly was fabricated using sandwich construction techniques for the Total Wheelchair Project.

Harrison, E., Jr.↗
NASA NTRS2004

Nano-casted Metal Oxide Aerogels as Dual Purpose Structural Components for Space Exploration

NASA missions and space exploration rely on strong, ultra lightweight materials. Such materials are needed for building up past and present space vehicles such as the Sojourner Rover (1997) or the two MERs (2003), but also for a number of components and/or systems including thermal insulators, Solar Sails, Rigid Aeroshells, and Ballutes. The purpose of my internship here at Glenn Research Center is to make dual purpose materials; materials that in addition to being lightweight have electronic, photophysical and magnetic properties and, therefore, act as electronic components and sensors as well as structural components. One type of ultra lightweight material of great interest is aerogels, which have densities ranging from 0.003 g/cc to 0.8 g/cc . However, aerogels are extremely fragile and, as a result, have limited practical applications. Recently, Glenn Research Center has developed a process of nano-casting polymers onto the inorganic network of silica-based aerogels increasing the strength 300 fold while only increasing the density 3 fold. By combining the process of nano-casting polymers with inorganic oxide networks other than silica, we are actively pursuing lightweight dual purpose materials. To date, thirty different inorganic oxide aerogels have been prepared using either standard sol-gel chemistry or a non-alkoxide method involving metal chloride precursors and an epoxide; epichlorohydrin, propylene oxide or trimethylene oxide, as proton scavengers. More importantly, preliminary investigations show that the residual surface hydroxyl groups on each of these inorganic oxide aerogels can be successfully crosslinked with urethane. In addition to characterizing physical and mechanical properties such as density, strength and flexibility, each of these metal oxide aerogels are being characterized for thermal and electronic conductivity and magnetic and optical properties.

Vassilaras, Plousia E.↗
NASA NTRS2003

Characterization of Polyimide Foams for Ultra-Lightweight Space Structures

Ultra-lightweight materials have played a significant role in nearly every area of human activity ranging from magnetic tapes and artificial organs to atmospheric balloons and space inflatables. The application range of ultra-lightweight materials in past decades has expanded dramatically due to their unsurpassed efficiency in terms of low weight and high compliance properties. A new generation of ultra-lightweight materials involving advanced polymeric materials, such as TEEK (TM) polyimide foams, is beginning to emerge to produce novel performance from ultra-lightweight systems for space applications. As a result, they require that special conditions be fulfilled to ensure adequate structural performance, shape retention, and thermal stability. It is therefore important and essential to develop methodologies for predicting the complex properties of ultra-lightweight foams. To support NASA programs such as the Reusable Launch Vehicle (RLV), Clark Atlanta University, along with SORDAL, Inc., has initiated projects for commercial process development of polyimide foams for the proposed cryogenic tank integrated structure (see figure 1). Fabrication and characterization of high temperature, advanced aerospace-grade polyimide foams and filled foam sandwich composites for specified lifetimes in NASA space applications, as well as quantifying the lifetime of components, are immensely attractive goals. In order to improve the development, durability, safety, and life cycle performance of ultra-lightweight polymeric foams, test methods for the properties are constant concerns in terms of timeliness, reliability, and cost. A major challenge is to identify the mechanisms of failures (i.e., core failure, interfacial debonding, and crack development) that are reflected in the measured properties. The long-term goal of the this research is to develop the tools and capabilities necessary to successfully engineer ultra-lightweight polymeric foams. The desire is to reduce density at the material and structural levels, while at the same time maintaining or increasing mechanical and other properties.

Meador, Michael↗
NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗
NASA NTRS2006

Mechanically Strong, Polymer Cross-linked Aerogels (X-Aerogels)

Aerogels comprise a class of low-density, high porous solid objects consisting of dimensionally quasi-stable self-supported three-dimensional assemblies of nanoparticles. Aerogels are pursued because of properties above and beyond those of the individual nanoparticles, including low thermal conductivity, low dielectric constant and high acoustic impedance. Possible applications include thermal and vibration insulation, dielectrics for fast electronics, and hosting of functional guests for a wide variety of optical, chemical and electronic applications. Aerogels, however, are extremely fragile materials, hence they have found only limited application in some very specialized environments, for example as Cerenkov radiation detectors in certain types of nuclear reactors, aboard spacecraft as collectors of hypervelocity particles (refer to NASA's Stardust program) and as thermal insulators on planetary vehicles on Mars (refer to Sojourner Rover in 1997 and Spirit and Opportunity in 2004). Along these lines, the X-Aerogel is a new NASA-developed strong lightweight material that has resolved the fragility problem of traditional (native) aerogels. X-Aerogels are made by applying a conformal polymer coating on the surfaces of the skeletal nanoparticles of native aerogels (see Scanning Electron Micrographs). Since the relative amounts of the polymeric crosslinker and the backbone are comparable, X-Aerogels can be viewed either as aerogels modified by the templated accumulation of polymer on the skeletal nanoparticles, or as nanoporous polymers made by remplated casting of polymer on a nanostructured framework. The most striking feature of X-Aerogels is that for a nominal 3-fold increase in density (still a ultralighweight material), the mechanical strength can be up to 300 times higher than the strength of the underlying native aerogel. Thus, X-Aerogels combine a multiple of the specific compressive strength of steel, with the the thermal conductivity of styrofoam. X-Aerogels have been demonstrated with several polymers such as polyurethanes/polyureas, epoxies and polyolefins, while crosslinking of approximately 35 different oxide aerogels yields a range of dimensionally stable, porous lightweight materials with unique combinations of structural, magnetic and optical properties. The main theme in materials development for space exploration is multifunction. For example, use of one material for thermal insulation/structural component will free weight for useful payload. In that regard, X-aerogels are evaluated at NASA for cryogenic fuel storage tanks and for spacesuits. Along the same lines, major impact fro X-Aerogels is also expected in commercial applications for thermal/acoustic insulation, in catalytic reformers and converters, in filtration membranes and membranes for fuel cells, as platforms for optical, electrical and magnetic sensors, and as lightweight structural component for aircraft and satellites.

Leventis, Nicholas↗
NASA NTRS2001

Materials Overview

The Materials and Structures for High Performance project has made excellent progress in the development of advanced high-temperature materials and computational materials science tools to enable high-performance, hgh-efficiency, and environmentally compatible propulsion systems. Ceramic matrix composite (CMC) systems with 2700 O F temperature capability are initially being developed for low NO, combustor liners and turbine vanes. The feasibility of pushing CMC technologies to 3000 O F through revolutionary concepts is also being pursued. Achieving fuel savings of 8 to 15 percent requires higher turbine inlet temperatures as well as reductions in engine weight. An advanced disk alloy has been evaluated for application in future engines. Advanced thermal barrier coatings (TBC s) will enable 3200 O F turbine rotor inlet temperature capability. Advanced alloy development and the development of computational tools for the design of these future alloys will further enable attainment of these goals. Innovative lightweight materials, and structural and nozzle aerodynamic concepts are also being developed to reduce the weight of engine static structures to contribute toward overall fuel savings. Rig tests will demonstrate long-term durability of CMC linersand vanes and advanced turbine airfoil alloy systems, as well as fabricability of components with the highest payoff potential using the lightweight materials and structures concepts being developed.

Draper, Robert↗