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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 181 records · Page 10
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Mars Sample Return: Mars Ascent Vehicle Mission and Technology Requirements

A Mars Sample Return mission is the highest priority science mission for the next decade recommended by the recent Decadal Survey of Planetary Science, the key community input process that guides NASAs science missions. A feasibility study was conducted of a potentially simple and low cost approach to Mars Sample Return mission enabled by the use of developing commercial capabilities. Previous studies of MSR have shown that landing an all up sample return mission with a high mass capacity lander is a cost effective approach. The approach proposed is the use of an emerging commercially available capsule to land the launch vehicle system that would return samples to Earth. This paper describes the mission and technology requirements impact on the launch vehicle system design, referred to as the Mars Ascent Vehicle (MAV).

ascent↗
NASA NTRS2012

Systems Engineering and Technology Considerations of a Mars Ascent Vehicle

A Mars Ascent Vehicle (MAV) systems engineering study is underway to define the driving requirements, system architecture, major risks, and required technology developments to support the launch of a rock core sample to a specified delivery orbit for later retrieval and return to Earth. The proposed MAV would essentially be a small-scale launch vehicle, the first of its kind to be launched autonomously from another planet. The MAV would be a flight element of the proposed Mars Sample Return (MSR) campaign architecture, which currently assumes a 2018 launch of the sample caching mission and a 2024 (Earth) launch date of the MAV and lander, with arrival on Mars in 2025. After 9 months on the surface the MAV would be erected and launched to a specified delivery orbit. In the delivery orbit it would release its payload, a 5 kg sphere containing the rock core sample. An orbiter would rendezvous and capture the payload, returning it to Earth a year later.

entry, descent, and landing (EDL)↗
NASA NTRS2017

Liquefaction Study of Gaseous Oxygen Inside Mars Ascent Vehicle Propellant Tank

The in-situ production of propellants for Mars missions will utilize carbon dioxide (CO2) in the Mars atmosphere to produce oxygen. The oxygen then needs to be cooled, liquefied, and stored to be available for Mars ascent propulsion, which could be up to 2 years after liquefaction starts. Recent investigations have demonstrated the feasibility of both achieving zero boiloff and controlling the pressure of oxygen within a tank using high-efficiency reverse turbo-Brayton-cycle cryocoolers. A tube-on-tank configuration is being studied in this work. The cooling fluid circulating in the cryocooler system is routed through a network of cooling tubes on the oxygen tank. The oxygen gas produced from the in-situ production process is introduced into the chilled tank. A series of analysis of this configuration has been performed to investigate the liquefaction rate inside the tank, the thermal gradient near the top of the tank where the oxygen gas feeding tubing is located. The analyses include 2D axisymmetric CFD analysis using ANSYS Fluent, 1D thermal analysis using Matlab, and 3D thermal analysis using MSC Patran/pthermal. These three models correlate and validate each other.

Liquefaction↗
NASA NTRS2020

Recommended Crew Systems Capabilities for a Mars Ascent Vehicle as a Function of Flight Duration

In many human Mars exploration architectures, a Mars Ascent Vehicle (MAV) is used at the end of a surface stay to transport crew from the Martian surface to a waiting in-space transportation vehicle. It is possible for this transportation vehicle to be placed in any of several different Mars orbits, the selection of which drives the flight duration of the MAV from launch to docking and the amount of propellant required on the transportation vehicle to reach the same orbit. This paper identifies existing NASA standards and supplies habitability subject matter expert recommendations for the human habitation capabilities of the MAV as a function of flight duration. Living and working functions that may potentially be carried aboard a MAV are assessed. Flight durations considered include up to 8 hours, 8-24 hours, 1-2 days, 2-3 days, 3-4 days, and 4-7 days, which book end flight durations necessary to reach the transportation vehicle at different possible Mars orbits. This analysis will determine if there are key durations that serve as significant break points in required MAV capability.

MAV↗
NASA NTRSDate not supplied

Integrated Design Results for the MSR SRC Mars Ascent Vehicle

The primary mission of the NASA Mars Sample Return (MSR) Campaign is to return samples of the Martian surface to Earth for scientific study. As part of this campaign, NASA is developing a Mars Ascent Vehicle (MAV). This vehicle must survive an approximate two year journey to the Martian surface as a payload aboard a separate lander spacecraft. After residing on the surface for another year, the MAV will carry a payload of samples into orbit. From there, following ejection from the MAV, the samples will rendezvous with an Earth return spacecraft for capture, and ultimately, return to Earth.The design of the MAV represents a number of unique challenges, as no launch vehicle has ever left the surface of a planet other than Earth. Although conceptual designs for a MAV have been in various levels of development since the 1970s, none have achieved the level of fidelity and support that exists in the current MSR-MAV design. Early MSR-MAV concept studies examined multiple methods of propulsion, ultimately deciding that a Two Stage to Orbit (TSTO) solid propulsion vehicle would provide the most capable performance in a Martian environment. Following this key architecture decision, the vehicle design was further matured to a Solid-Solid Guided-Guided (SSGG) architecture for NASA Key Decision Point A (KDP-A). Although the SSGG design was able to meet all mission constraints, concerns were raised regarding limited mass margin on other elements of the MSR campaign at such an early phase. A design challenge was issued to reduce MAV total mass by as much as possible. It was ultimately determined that by moving a number of components of the vehicle second stage to the first stage, the overall vehicle mass could be reduced significantly. The new design featured a much smaller and completely unguided second stage. This paper describes the resultant Solid-Solid Guided-Unguided (SSGU) MAV design concept developed as part of the Systems Requirement Cycle (SRC). This design was developed primarily by NASA Marshall Space Flight Center (MSFC), in association with NASA Jet Propulsion Laboratory (JPL) and NASA Langley Research Center (LaRC). The TSTO vehicle includes one solid rocket motor per stage. As the vehicle second stage is unguided, it features spin-stabilization to maintain vehicle stability during flight. An electromechanically actuated Thrust Vector Control (TVC) and a monopropellant Reaction Control System (RCS) is employed for active guidance on the first stage. The vehicle is designed to deliver up to 0.47kg of Martian samples to a Mars circular orbit of 380km at 27° inclination. Due to the extremely unique design constraints of this mission, and a recent transition to a Risk Class A posture, the MAV team was compelled to devise unconventional solutions to the vehicle design. The detailed design and analysis of these subsystems and the vehicle as a whole are discussed in this paper relative to all of the engineering disciplines involved.

MSR↗
NASA NTRS2022

Mars Landing Vehicles: Descent and Ascent Propulsion Design Issues

Human and robotic Mars missions often include plans for landing large payloads on the planet’s surface. Thus far, landing of payload of up to approximately 1 metric ton (MT) have been successful. Future human missions have suggested large 5 to 25 MT surface payloads may be needed. Therefore, large landing vehicles with an initial mass of up to 100 MT may be required. In this chapter, the future human payload missions are assessed, investigating the mission velocity changes (delta-V) values for deorbit, deceleration, landing and ascent. The initial masses of single and multi-stage Mars landing vehicles are computed. Issues related to vehicle mass factors and delivering the needed delta-V are discussed.

Mars↗
NASA NTRSDate not supplied

Updated Human Mars Ascent Vehicle Concept in Support of NASA's Strategic Analysis Cycle 2021

NASA’s Artemis program has brought significant change to the agency’s human exploration strategy over the last several years. To better align with these policy changes, updates to several key ground rules and assumptions have been made to better support Strategic Analysis Cycle 2021 (SAC21). Of the changes, two in particular have had significant impact on the design of the Mars Ascent Vehicle (MAV): the desire for minimal surface infrastructure and reduced technology investments in support of initial human missions to Mars. As a result, recent designs for the MAV are based on a nitrogen tetroxide (NTO) and mono-methyl hydrazine (MMH) two stage propulsion system. The vehicle supports two crew members from the surface up to 84 hours nominally. This paper presents further details of the current MAV reference design used in NASA’s SAC21, including descriptions of the operations, configuration, subsystem design, and vehicle mass summary. Additional detail is also provided on rational that drove specific design changes since the last MAV concept, published in 2019.

Exploration↗
DOE OSTI2015

Ascent and emplacement dynamics of obsidian lavas inferred from microlite textures

Here, to assess the eruption and emplacement of volumetrically diverse rhyolite lavas, we measured microlite number densities and orientations from samples collected from nine lavas in Yellowstone Caldera and two from Mono Craters, USA. Microlite populations are composed of Fe-Ti oxides ± alkali feldspar ± clinopyroxene. Number densities range from 10 8.11 ± 0.03 to 10 9.45 ± 0.15 cm -3 and do not correlate with distance from the vent across individual flows and are remarkably similar between large- and small-volume lavas. Together, those observations suggest that number densities are unmodified during emplacement and that ascent rates in the conduit are similar between small domes and large lava flows. Microtextures produced by continuous decompression experiments best replicate natural textures at decompression rates of 1–2 MPa hr -1 . Acicular microlites have a preferred orientation in all natural samples. Because the standard deviation of microlite orientation does not become better aligned with distance travelled, we conclude that microlites exit the conduit aligned and that strain during subaerial flow was insufficient to further align microlites. The orientations of microlite trend and plunge in near-vent samples indicate that pure shear was the dominant style of deformation in the conduit. In conclusion, we speculate that collapsing permeable foam(s) provides a mechanism to concurrently allow microlite formation and alignment in response to the combination of degassing and flattening by pure shear.

58 GEOSCIENCES↗
DOE OSTI2022

Quartz-hosted inclusions and embayments reveal storage, fluxing, and ascent of the Mesa Falls Tuff, Yellowstone

Quartz-hosted glasses from the Mesa Falls Tuff provide a geochemical window into the pre-eruptive magmatic system from one of Yellowstone's largest-volume caldera-forming eruptions. H 2 O and CO 2 concentrations, along with major and trace elements, were measured in both fully enclosed glass inclusions and partially enclosed embayments in the same quartz crystals. Major elements are largely consistent between the inclusions and embayments, except for K 2 O and Na 2 O. Of note, K 2 O is enriched by ~1 wt.% in embayment interiors relative to inclusions. Most trace elements are also enriched in the embayment interiors compared to inclusions from the same crystals. Fractionation trends of trace elements are consistent with ~30-60% crystallization. Quartz-hosted glass inclusions preserve 3.1±0.9 wt.% H 2 O and 493±227 ppm CO 2 whereas embayment interiors have 0.9±0.1 wt.% H 2 O and 399±229 ppm CO 2 . The CO 2 is roughly similar, but the distinct ~2 wt.% discrepancy between inclusion and embayment interior H 2 O contents may have been produced by CO 2 fluxing sourced from underplated Yellowstone basalts. H 2 O gradients within embayments are flat in their interiors and modified by sharp positive gradients near embayment exteriors which were produced by post-eruptive rehydration. CO 2 gradients occur as gently sloping concentration gradients that extend inward 150 to 250 μm from the embayment exterior. Finally, finite-difference 1D and 2D diffusion modeling indicates the distribution of H 2 O and CO 2 in embayments was produced by slow, fluid-saturated decompression that preceded rapid ascent during the caldera-forming eruption.

2D diffusion modeling↗
DOE OSTI2015

Gentlest ascent dynamics for calculating first excited state and exploring energy landscape of Kohn-Sham density functionals

Here, we develop the gentlest ascent dynamics for Kohn-Sham density functional theory to search for the index-1 saddle points on the energy landscape of the Kohn-Sham density functionals. These stationary solutions correspond to excited states in the ground state functionals. As shown by various examples, the first excited states of many chemical systems are given by these index-1 saddle points. Our novel approach provides an alternative, more robust way to obtain these excited states, compared with the widely used ΔSCF approach. The method can be easily generalized to target higher index saddle points. Our results also reveal the physical interest and relevance of studying the Kohn-Sham energy landscape.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2025

ASCENT-TRAME BRIDGE

SF-25-116 Bridge for accessing Ascent extracts in a Trame application to create intuitive computational steering interfaces for HPC simulations.

MARRINAN, THOMASJOHN [Argonne National Laboratory ↗
DOE OSTI2022

Influences of Environmental Relative Humidity and Horizontal Scale of Subcloud Ascent on Deep Convective Initiation

This study examines two factors impacting initiation of moist deep convection: free-tropospheric environmental relative humidity (φ E ) and horizontal scale of subcloud ascent (R sub ), the latter exerting a dominant control on cumulus cloud width. A simple theoretical model is used to formulate a “scale selection” hypothesis: that a minimum R sub is required for moist convection to go deep, and that this minimum scale decreases with increasing φ E . Specifically, the ratio of R 2 sub to saturation deficit (1 - φ E ) must exceed a certain threshold value that depends on cloud-layer environmental lapse rate. Idealized, large-eddy simulations of moist convection forced by horizontally varying surface fluxes show strong sensitivity of maximum cumulus height to both φ E and R sub consistent with the hypothesis. Increasing R sub by only 300–400 m can lead to a large increase (>5 km) in cloud height. A passive tracer analysis shows that the bulk fractional entrainment rate decreases rapidly with R sub but depends little on φ E . However, buoyancy dilution increases as either R sub or φ E decreases; buoyancy above the level of free convection is rapidly depleted in dry environments when R sub is small. While deep convective initiation occurs with an increase in relative humidity of the near environment from moistening by earlier convection, the importance of this moisture preconditioning is inconclusive as it is accompanied by an increase in R sub . Overall, it is concluded that small changes to R sub driven by external forcing or by convection itself could be a dominant regulator of deep convective initiation.

54 ENVIRONMENTAL SCIENCES↗