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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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All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Fuel Property Effects on Stochastic Preignition Events During Engine Load Transitions

Stochastic preignition (SPI) is an abnormal combustion phenomenon that can cause catastrophic engine damage. There have been several proposed mechanisms of SPI, where a uniform source is still not certain, however, SPI tendencies have been shown to be influenced by engine operating conditions, oil composition, engine age, and fuel chemical and physical properties. Laboratory research and testing for SPI propensity is challenging given the stochastic nature of events, as well as the potential for significant degradation of the engine platform and measuring equipment over time. Thus, SPI specific experiments are generally conducted under either sustained or cyclic patterning of steady-state operating conditions to avoid the influence of transient engine boundary conditions on test parameters of interest (e.g. oil additive package, fuel properties, engine speed/load, etc.). In this work a cyclically varying SPI test sequence involves a 5 min engine warmup period at a low engine load of around 4 bar gross indicated mean effective pressure (IMEPg), followed by a transition to high load (~20 bar IMEPg) at a constant 2000 rev/min engine speed for a total of 25 min. This individual test sequence load schedule is then sequentially repeated 10 times to generate significant statistical data for analysis. This work examines the influence of fuel chemical and physical properties on SPI tendency during the unsteady portion of the 10-cycle sequence (the first 5 min of the high load operation in each sequence of the loading cycle) which has been discarded from previous analyses due to the uncertainty in engine operating and thermal boundary conditions. Results from this analysis suggest an increasing trend in the ratio of SPI events during the unsteady test period relative to the steady test period with increasing fuel Reid Vapor Pressure (RVP), implying differences in uncontrolled ignition source terms, possibly from, fuel wall interactions and retention during the load transition phase of the test.

Splitter, Derek [ORNL] (ORCID:0000000174044047)↗
NASA NTRSDate not supplied

Results of Use of Heat Flux Sensors on Liquid Hydrogen Tanks

Heat flux sensors were used to characterize the performance of insulation on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER), a large-scale test article designed to simulate upper stage cryogenic propellant tank thermal performance in simulated space environments. Usually, the insulation heat loads are derived from calculations removing all other heat sources and attributing the residual heat load to the insulation system. Testing for SHIIVER included the tank being just insulated with spray-on-foam insulation as well as covering the domes with multilayer insulation while leaving the barrel section insulated with spray-on-foam. Heat flux sensors were located at multiple locations on both domes as well as on the barrel section of the tank. Results from the SHIIVER testing using the heat flux sensors are compared to other calculated heat inputs for both liquid nitrogen and liquid hydrogen testing as a function of tank fill level. Further investigation into the transient nature of the SHIIVER testing including the heat flux sensors provided insight into heat flow patterns that may not have been otherwise seen using temperature sensors and calculated insulation heat loads. While the demonstrated uncertainties in the absolute values in the heat flux sensors are high, the values and the trends match well with other calculation methods. The results of SHIIVER allow for the use of heat flux sensors for measurements of insulation performance and dynamic system thermal response for future applications.

Cryogenic Fluid Management↗
NASA NTRSDate not supplied

Results of Use of Heat Flux Sensors on Liquid Hydrogen Tanks

ABSTRACT: Heat flux sensors were used to characterize the performance of insulation on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER), a large-scale test article designed to simulate upper stage cryogenic propellant tank thermal performance in simulated space environments. Usually, the insulation heat loads are derived from calculations removing all other heat sources and attributing the residual heat load to the insulation system. Testing for SHIIVER included the tank being just insulated with spray-on-foam insulation as well as covering the domes with multilayer insulation while leaving the barrel section insulated with spray-on-foam. Heat flux sensors were located at multiple locations on both domes as well as on the barrel section of the tank. Results from the SHIIVER testing using the heat flux sensors are compared to other calculated heat inputs for both liquid nitrogen and liquid hydrogen testing as a function of tank fill level. Further investigation into the transient nature of the SHIIVER testing including the heat flux sensors provided insight into heat flow patterns that may not have been otherwise seen using temperature sensors and calculated insulation heat loads. While the demonstrated uncertainties in the absolute values in the heat flux sensors are high, the values and the trends match well with other calculation methods. The results of SHIIVER allow for the use of heat flux sensors for measurements of insulation performance and dynamic system thermal response for future applications.

Cryogenic Fluid Management↗
NASA NTRS1986

Structural qualification of large spacecraft

Over the past twenty-five (25) years of the space program, the major challenge in the structural qualification of the primary structure has shifted from conducting a test that simulated the environment to accurately predicting the structural member loads in flight. Once the flight loads are avaliable, a number of different test methods are used to qualify the structure by subjecting it to the proper loads. The qualification challenge for future large spacecraft will be to adequately predict its dynamic characteristic in space to assure that it can be controlled to meet the mission objectives. A new test concept that may allow acquisition of modal data by ground tests for verification of mathematical models of large flexible space structures which can't be ground tested by conventional methods is discussed.

Wada, Ben K.↗
NASA NTRS1952

Investigation of the Structural Damping of a Full-scale Airplane Wing

An investigation to determine the structural damping characteristics of a full-scale airplane wing was conducted by the shock-excitation method wherein the wing was loaded to a predetermined deflection and the load suddenly released. The test specimen vibrated at its fundamental bending frequency of 1.69 cycles per second. Only the first 2 or 3 cycles showed any indication of a higher frequency being superimposed upon the fundamental bending frequency. The damping was found to increase from about 0.002 to critical at an amplitude of vibration of plus and minus 0.05 inch to approximately 0.006 of critical at an amplitude of + or - 5 inches.

LOADS AND STRESSES, STRUCTURAL - DYNAMIC↗
NASA NTRS1996

Planet-B: Technical notes and drawings

The design of the transformer designated as T101 (061-0351) in the Filament/Bias module (061-0119) in the Planet-B NMS instrument was verified because of the differences from the GCMS and INMS instrument designs. A breadboard of a representation of the Hybrid 2301065, Bias Drive A driving a 2N3700 NPN transistor, with dual 75V secondaries, with loads, was used to test the circuit. The initial transformer design that was wound with bifilar secondaries was too unstable to test. The second 1408 transformer with a split bobbin and the feedback winding below the primary was also found to be unstable. (It was nearly impossible to keep the circuit from squeeging). The third transformer tested has the feedback on the outside of the resonant winding. The primary goal of the design was to have as tight a magnetic coupling as possible to the resonant winding, and as loose a coupling as possible to the primary. Further, the circuit AC ground is connected to the winding at the feedback end of the secondary winding. This transformer proved to be very stable - it is virtually impossible to make this design squeg. An emitter resistor (Rl29A) was added to this circuit, as referenced to the GCMS design, to protect Q102 from thermal runaway in the event of a turn on with a non- resonate circuit or load short. This was verified to protect Q102 for at least 30 seconds in the event of a short. Approximately 1% of the 4lmW input power is lost in this protection resistor under normal operation. The circuit was verified to operate normally when a radiated Q102 (2N3700), (low Beta) transistor was substituted for the normal 2N3700. It should be noted that the monitored drive voltage went to approximately 2.7V with this low gain transistor.

Carignan, George R.↗
DOE OSTI2026

A Data-Driven Method for Modeling Creep-Fatigue Stress- Strain Behavior Using Neural ODEs

In this paper, we introduce a data-driven machine learning approach for modeling one-dimensional stress–strain behavior under cyclic loading, utilizing experimental data from the nickel-based Alloy 617. The study employs uniaxial creep–fatigue test data acquired under various loading histories and compares two distinct neural network-based ODE models. The first model, known as the black-box model, comprehensively describes the strain–stress relationship using a Neural ODE equation. To interpret this black-box model, we apply the Sparse Identification of Nonlinear Dynamical Systems (SINDy) technique, transforming the black-box model into an equation-based model using symbolic regression. The second model, the Neural flow rule model, incorporates Hooke’s Law for the linear elastic component, with the nonlinear part characterized by a Neural ODE. Both models are trained with experimental data to accurately reflect the observed stress–strain behavior. We conduct a detailed comparison with the standard Chaboche model, which includes three back stresses. Our results demonstrate that the neural network-based ODE models precisely capture the experimental creep–fatigue mechanical behavior, exceeding the standard Chaboche model’s accuracy. Furthermore, an interpretable model derived from the black-box neural ODE model through symbolic regression achieves accuracy comparable to the Chaboche model, enhancing its interpretability. The results highlight the potential of neural network-based ODE models to depict complex creep–fatigue behavior, eliminating the necessity for experts to define a specific, material-focused model form.

creep-fatigue↗
DOE OSTI2021

Prediction of Aluminum to Steel RSW Joint Failure (CRADA 405)

General Motors, LLC has developed a resistance spot welding process to join aluminum sheet to steel for body-in-white manufacturing. Efforts to develop the process for any one joint configuration (combination of alloy and thicknesses) is intensive. To aid in process understanding and eventual reduction in process development efforts, an initiative was created to develop an finite element model of the various destructive test configurations (lap shear, cross-tension, and coach peel) to help predict the failure mode and load displacement curves under tensile testing. This report describes the finite element modeling approach, the means by which local material properties were determined, as well as model validation and refinement efforts.

36 MATERIALS SCIENCE↗
NASA NTRS1975

Structure and elevated temperature properties of carbon-free ferritic alloys strengthened by a Laves phase

A Laves phase, Fe2Ta, was utilized to obtain good elevated temperature properties in a carbon-free iron alloy containing 1 at. pct Ta and 7 at. pct Cr. Room temperature embrittlement resulting from the precipitation of the Laves phase at grain boundaries was overcome by spheroidizing the precipitate. This was accomplished by thermally cycling the alloys through the alpha to gamma transformation. The short-time yield strength of the alloys decreased very slowly with increase in test temperature up to 600 C, but above this temperature, the strength decreased rapidly. Results of constant load creep and stress rupture tests conducted at several temperatures and stresses indicated that the rupture and creep strengths of spheroidized 1 Ta-7 Cr alloy were higher than those of several commercial steels containing chromium and/or molybdenum carbides but lower than those of steels containing substantial amounts of tungsten and vanadium. When molybdenum was added to the base Fe-Ta-Cr alloy, the rupture and creep strengths were considerably increased.

Bhandarkar, M. D.↗
NASA NTRS1997

Biaxial Testing of 2219-T87 Aluminum Alloy Using Cruciform Specimens

A cruciform biaxial test specimen was designed and seven biaxial tensile tests were conducted on 2219-T87 aluminum alloy. An elastic-plastic finite element analysis was used to simulate each tests and predict the yield stresses. The elastic-plastic finite analysis accurately simulated the measured load-strain behavior for each test. The yield stresses predicted by the finite element analyses indicated that the yield behavior of the 2219-T87 aluminum alloy agrees with the von Mises yield criterion.

Dawicke, D. S.↗
NASA NTRS2000

Acceptance Testing of a Satellite SCADA Photovoltaic-Diesel Hybrid System

Satellite Supervisory Control and Data Acquisition (SCADA) of a Photovoltaic (PV)/diesel hybrid system was tested using NASA's Advanced Communication Technology Satellite (ACTS) and Ultra Small Aperture Terminal (USAT) ground stations. The setup consisted of a custom-designed PV/diesel hybrid system, located at the Florida Solar Energy Center (FSEC), which was controlled and monitored at a "remote" hub via Ka-band satellite link connecting two 1/4 Watt USATs in a SCADA arrangement. The robustness of the communications link was tested for remote monitoring of the health and performance of a PV/diesel hybrid system, and for investigating load control and battery charging strategies to maximize battery capacity and lifetime, and minimize loss of critical load probability. Baseline hardware performance test results demonstrated that continuous two-second data transfers can be accomplished under clear sky conditions with an error rate of less than 1%. The delay introduced by the satellite (1/4 sec) was transparent to synchronization of satellite modem as well as to the PV/diesel-hybrid computer. End-to-end communications link recovery times were less than 36 seconds for loss of power and less than one second for loss of link. The system recovered by resuming operation without any manual intervention, which is important since the 4 dB margin is not sufficient to prevent loss of the satellite link during moderate to heavy rain. Hybrid operations during loss of communications link continued seamlessly but real-time monitoring was interrupted. For this sub-tropical region, the estimated amount of time that the signal fade will exceed the 4 dB margin is about 10%. These results suggest that data rates of 4800 bps and a link margin of 4 dB with a 1/4 Watt transmitter are sufficient for end-to-end operation in this SCADA application.

Kalu, A.↗
NASA NTRSDate not supplied

Comparison of Anthropomorphic Test Device and human Volunteer Responses in Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to validate the safety of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and the vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded in human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa Reiber↗
NASA NTRS2024

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
NASA NTRS2024

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
NASA NTRSDate not supplied

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
DOE OSTI2023

Experimental and computational studies of load ratio effect on fatigue crack growth rates in Alloy 709 at elevated temperatures

Abstract Experimental testing and finite element simulations of fatigue crack growth were performed in austenitic 20Cr‐25Ni (Alloy 709) steel at different load ratios and elevated temperatures. The experimental tests were performed using compact tension specimens, and crack growth rates were measured at stress intensity factors ranging between 5 and 35 MPa√m. Fractographic analysis using scanning electron microscopy indicated crack surface roughness and secondary cracking depending on testing temperature and load ratio. Finite element simulations of fatigue crack growth were performed to compute plasticity‐induced crack opening loads and predict crack growth rates. Predictions of fatigue crack growth rates using finite element simulations were performed using the computed crack‐tip opening loads, and they are shown to match well the experimental measurements.

Engineering↗
DOE OSTI2023

Solving Unit Commitment Problems with Demand Responsive Loads

This work focuses on using variations of the Frank-Wolfe (FW) algorithm for solving unit commitment problems with high volumes of demand responsive loads on the power grid. We present a formulation of the unit commitment problem with demand responsive loads. We then show through reformulation and relaxations of the problem that variations of the Frank-Wolfe algorithm can be used to determine the time series decisions for the demand responsive loads. We show through computational experiments on the IEEE Reliability Test System that the timeseries of demand responsive load decisions obtained through our approach are near optimal and describe how large-scale parallel implementations of our approach can be highly computationally efficient.

demand response↗
DOE OSTI2020

Performance of a CO 2 sorbent for indoor air cleaning applications: Effects of environmental conditions, sorbent aging, and adsorption of co-occurring formaldehyde

Indoor air cleaning systems that incorporate CO 2 sorbent materials enable HVAC load shifting and efficiency improvements. This study developed a bench-scale experimental system to evaluate the performance of a sorbent under controlled operation conditions. A thermostatic holder containing 3.15 g sorbent was connected to a manifold that delivered CO 2 -enriched air at a known temperature and relative humidity (RH). The air stream was also enriched with 0.8-2.1 ppm formaldehyde. The CO 2 concentration was monitored in real-time upstream and downstream of the sorbent, and integrated formaldehyde samples were collected at different times using DNPH-coated silica cartridges. Sorbent regeneration was carried out by circulating clean air in countercurrent. Almost 200 loading/regeneration cycles were performed in the span of 17 months, from which 104 were carried out at reference test conditions defined by loading with air at 25°C, 38% RH, and 1000 ppm CO 2 , and regenerating with air at 80°C, 3% RH and 400 ppm CO 2 . The working capacity decreased slightly from 43-44 mg CO 2 per g sorbent to 39-40 mg per g over the 17 months. The capacity increased with lower loading temperature (in the range 15-35°C) and higher regeneration temperature, between 40 and 80°C. The CO 2 capacity was not sensitive to the moisture content in the range 6-9 g/m 3 , and decreased slightly when dry air was used. Loading isothermal breakthrough curves were fitted to three simple adsorption models, verifying that pseudo-first-order kinetics appropriately describes the adsorption process. The model predicted that equilibrium capacities decreased with increasing temperature from 15 to 35°C, while adsorption rate constants slightly increased. The formaldehyde adsorption efficiency was 80%-99% in different cycles, corresponding to an average capacity of 86 ± 36 µg/g. Formaldehyde was not quantitatively released during regeneration, but its accumulation on the sorbent did not affect CO 2 adsorption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

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