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NASA NTRS1992

Transport of time-varying plasma currents by whistler wave packets

The relationship between pulsed currents and electromagnetic waves is examined in a regime characterized by electron MHD. Pulsed currents are generated by (1) collection/emission of charged particles by/from biased electrodes and (2) induction of currents by time-varying and moving magnetic fields. Pulsed currents are observed to propagate at the speed of whistler wave packets. Their field structure forms ropelike configurations which are electromagnetically force-free. Moving sources induce 'eddy' currents which excite waves and form Cerenkov-like whistler 'wings'. The radiation patterns of moving magnetic antennas and electrodynamic tethers are investigated. Nonlinear effects of large-amplitude, antenna-launched whistler pulses are observed. These involve a new modulational instability in which a channel of high conductivity which permits the wave/currents to penetrate deeply into a collisional plasma is formed.

Stenzel, R. L.↗

NASA NTRS1991

Laboratory experiments on the electrodynamic behavior of tethers in space

The transient current systems between tethered plasmas in a large magnetoplasma are investigated experimentally for extrapolation to electrodynamic tethers in space. The studies measure the perturbed magnetic fields and the current density associated with pulsed currents to electrodes in three-dimensional space and time. The electrodes excite electron whistlers because they produce fields that dominantly couple to electrons, allowing pulsed currents to propagate and disperse as whistler wave packets. The wave packets evolve into force-free, flux-ropelike field configurations, and a whistler 'wedge' is formed in the plasma due to 'eddy' currents caused by insulated tethers with dc currents. Substantial radiation into the whistler mode happens with moving VLF antennas as well as tethers, and the wave spread within the ray cone is the most significant characteristic event. The wave spread widens the current channel, incites current closure, and is also associated with a 'phantom loop' phenomenon.

Stenzel, Reiner L.↗

NASA NTRS1981

In-service inspection methods for graphite-epoxy structures on commercial transport aircraft

In-service inspection methods for graphite-epoxy composite structures on commercial transport aircraft are determined. Graphite/epoxy structures, service incurred defects, current inspection practices and concerns of the airline and manufacturers, and other related information were determind by survey. Based on this information, applicable inspection nondestructive inspection methods are evaluated and inspection techniques determined. Technology is developed primarily in eddy current inspection.

Phelps, M. L.↗

NASA NTRS2004

The Use of Pristine and Intercalated Graphite Fiber Composites as Buss Bars in Lead-Acid Batteries

This study was conducted as a part of the Firefly Energy Space Act Agreement project to investigate the possible use of composite materials in lead acid batteries. Specifically, it examined the use of intercalated graphite composites as buss bars. Currently, buss bars of these batteries are made of lead, a material that is problematic for several reasons. Over time, the lead is subject to both corrosion at the positive plate and sulfation at the negative plate, resulting in decreased battery life. In addition, the weight and size of the lead buss bars make for a heavy and cumbersome battery that is undesirable. Functionality and practicality of lead buss bars is adequate at best; consequently, investigation of more efficient composite materials would be advantageous. Practically speaking, graphite composites have a low density that is nearly one fourth that of its lead counterpart. A battery made of less dense materials would be more attractive to the consumer and the producer because it would be light and convenient. More importantly, low weight would be especially beneficial because it would result in greater overall power density of the battery. In addition to power density, use of graphite composite materials can also increase the life of the battery. From a functional standpoint, corrosion and sulfation at the positive and negative plates are major obstacles when considering how to extend battery life. Neither of these reactions are a factor when graphite composites replace lead parts because graphite is chemically non-reactive with the electrolyte within the battery. Without the problem of corrosion or sulfation, battery life expectancy can be almost doubled. The replacement of lead battery parts with composite materials is also more environmentally favorable because of easy disposal of organic materials. For this study, both pristine and bromine intercalated single-ply graphite fiber composites were created. The composites were fabricated in such a way as to facilitate their use in a 3" x 1/2" buss bar test cell. The prime objective of this investigation was to examine the effectiveness of a variety of graphite composite materials to act as buss bars and carry the current to and from the positive and negative battery plates. This energy transfer can be maximized by use of materials with high conductivity to minimize the buss resistance. Electrical conductivity of composites was measured using both a contactless eddy current probe and a four point measurement. In addition, the stability of these materials at battery-use conditions was characterized.

Opaluch, Amanda M.↗

NASA NTRS2004

Vibration-Based Data Used to Detect Cracks in Rotating Disks

Rotor health monitoring and online damage detection are increasingly gaining the interest of aircraft engine manufacturers. This is primarily due to the fact that there is a necessity for improved safety during operation as well as a need for lower maintenance costs. Applied techniques for the damage detection and health monitoring of rotors are essential for engine safety, reliability, and life prediction. Recently, the United States set the ambitious goal of reducing the fatal accident rate for commercial aviation by 80 percent within 10 years. In turn, NASA, in collaboration with the Federal Aviation Administration, other Federal agencies, universities, and the airline and aircraft industries, responded by developing the Aviation Safety Program. This program provides research and technology products needed to help the aerospace industry achieve their aviation safety goal. The Nondestructive Evaluation (NDE) Group of the Optical Instrumentation Technology Branch at the NASA Glenn Research Center is currently developing propulsion-system-specific technologies to detect damage prior to catastrophe under the propulsion health management task. Currently, the NDE group is assessing the feasibility of utilizing real-time vibration data to detect cracks in turbine disks. The data are obtained from radial blade-tip clearance and shaft-clearance measurements made using capacitive or eddy-current probes. The concept is based on the fact that disk cracks distort the strain field within the component. This, in turn, causes a small deformation in the disk's geometry as well as a possible change in the system's center of mass. The geometric change and the center of mass shift can be indirectly characterized by monitoring the amplitude and phase of the first harmonic (i.e., the 1 component) of the vibration data. Spin pit experiments and full-scale engine tests have been conducted while monitoring for crack growth with this detection methodology. Even so, published data are extremely limited, and the basic foundation of the methodology has not been fully studied. The NDE group is working on developing this foundation on the basis of theoretical modeling as well as experimental data by using the newly constructed subscale spin system shown in the preceding photograph. This, in turn, involved designing an optimal sub-scale disk that was meant to represent a full-scale turbine disk; conducting finite element analyses of undamaged and damaged disks to define the disk's deformation and the resulting shift in center of mass; and creating a rotordynamic model of the complete disk and shaft assembly to confirm operation beyond the first critical concerning the subscale experimental setup. The finite element analysis data, defining the center of mass shift due to disk damage, are shown. As an example, the change in the center of mass for a disk spinning at 8000 rpm with a 0.963-in. notch was 1.3 x 10(exp -4) in. The actual vibration response of an undamaged disk as well as the theoretical response of a cracked disk is shown. Experiments with cracked disks are continuing, and new approaches for analyzing the captured vibration data are being developed to better detect damage in a rotor. In addition, the subscale spin system is being used to test the durability and sensitivity of new NDE sensors that focus on detecting localized damage. This is designed to supplement the global response of the crack-detection methodology described here.

Gyekenyesi, Andrew L.↗

NASA NTRS1991

A comparison of ASTROMAG coils made with aluminum and copper based superconductor

The use of an aluminum matrix superconductor in the coils for the ASTROMAG magnet will increase the integrated field for conducting particle astrophysics experiments in space as compared to equal mass coils made with a copper matrix superconductor. The increased ability to detect charged particles can be achieved without decreasing the current margin of the superconductor in the coils. The use of a low-resistivity aluminum matrix conductor increases the energy needed to initiate a quench by two orders or magnitude. The current decay time constant during a quench is substantially increased. As a result, the quench energy dumped into the helium tank is reduced (the ASTROMAG coils are thermally decoupled from the helium tank), and the forces on the shield and shells due to eddy currents will be lower. A description is also given of the problems associated with the use of an aluminum matrix superconductor in the coils.

Green, M. A.↗

NASA NTRS1996

Nonlinear Control of Large Disturbances in Magnetic Bearing Systems

In this paper, the nonlinear operation of magnetic bearing control methods is reviewed. For large disturbances, the effects of displacement constraints and power amplifier current and di/dt limits on bearing control system performance are analyzed. The operation of magnetic bearings exhibiting self-excited large scale oscillations have been studied both experimentally and by simulation. The simulation of the bearing system has been extended to include the effects of eddy currents in the actuators, so as to improve the accuracy of the simulation results. The results of these experiments and simulations are compared, and some useful conclusions are drawn for improving bearing system robustness.

Jiang, Yuhong↗

NASA NTRS1986

Calculations of electric currents in Europa

Electrical currents should flow in the Galilean satellite, Europa, because it is located in Jupiter's corotating magnetosphere. The possible magnitudes of these currents are calculated by assuming that Europa is a differentiated body consisting of an outer H2O layer and a silicate core. Two types of models are considered here: one in which the water is completely frozen and a second in which there is an intermediate liquid layer. For the transverse electric mode (eddy currents), the calculated current density in a liquid layer is approximately 10 to the -5/Am. For the transverse magnetic mode (unipolar generator), the calculated current density in the liquid is severely constrained by the ice layer to a range of only 10 to the -10 to -11th power/ Am, for a total H2O thickness of 100 km, provided that neither layer is less than 4 km thick. The current density is less for a completely frozen H2O layer. If transient cracks were to appear in the ice layer, thereby exposing liquid, the calculated current density could rise to a range of 10 to the -6 to 10 to the -5/Am, depending on layer thicknesses, which would require an exposed area of 10 to the -9 to 10 to the -8 of the Europa surface. The corresponding total current of 2.3x10 to the 5th power A could in 1 yr. electrolyze 7x10 to the 5th power kg of water (and more if the cells were in series), and thereby store up to 10 the 8th power J of energy, but it is not clear how electrolysis can take place in the absence of suitable electrodes. Electrical heating would be significant only if the ice-layer thickness were on the order of 1 m, such as might occur if an exposed liquid surface were to freeze over; the heating under this condition could hinder the thickening of the ice layer.

Colburn, D. S.↗

NASA NTRS2019

eddy Users Manual

eddy is a collection of tools - nonlinear solvers, meshing, post-processing, visualization, optimization, etc. - for performing scale-resolving simulations of multi-physics applications. The framework is designed to enable advanced R&D on a variety of topics by leveraging a mature capability for scale resolving simulations, and simultaneously be an appropriate tool for application analysis and support. Currently, eddy is at a relatively low technical readiness level (TRL), and users and developers should maintain appropriate expectations. The technical details behind eddy are outlined in several publications which can be consulted for more information [1–10]. The solvers are built around an unstructured high-order capability, and heavily utilize the tensor product sum-factorization approach for efficiency. The unsteady formulation utilizes a fully implicit space-time approach with a matrix-free Newton- Krylov method. A primitive steady-state solver is available for testing purposes, but is not expected to converge for all but simple verification cases. The Navier-Stokes fluid solvers do not support either RANS or hybrid-RANS capability, only LES and wall-modeled LES approaches. All of the solvers within eddy support three modes of operation: a primal solve of the full nonlinear problem, and two linearization approaches of the primal solve - the ad joint and the tangent solution. Details on how to select and use these three modes are outlined in Sec. 3.

Murman, Scott M.↗

NASA NTRS1985

Electrolytic currents in Europa

The transverse electric (TE) and transverse magnetic (TM) currents at the Europan surface are calculated. The study was performed because of the proximity of Europa to Jupiter, which has a strong magnetic field, and the presence of a conductor (water ice) in copious quantities on the Europan surface. The moon is assumed to have a silica interior, an ice layer and, in places, an intermediate liquid layer. Account is taken of surface eddy currents, the maximum current density in the surface and a saline liquid layer, and the TM magnitudes with different liquid layer thicknesses. The effects of random appearances of vertical cracks in the ice are also considered. The calculations indicate that the surface currents could be higher on Europa than on Io, but may be too weak to produce heating effects sufficient to prevent refreezing of a crack.

Colburn, D. S.↗

NASA NTRS2005

Autobalancing and FDIR for a space-based centrifuge prototype

This report summarizes centrifuge-related work performed at the Smart Systems Research Laboratory at NASA Ames Research Center's Computational Sciences Division from 1995 through 2003. The goal is to develop an automated system that will sense an imbalance (both static and dynamic3) in a centrifuge and issue control commands to drive counterweights to eliminate the effects of the imbalance. This autobalancing development began when the ISS centrifuge design was not yet finalized, and was designed to work with the SSRL Centrifuge laboratory prototype, constructed in 1993-1995. Significant differences between that prototype and the current International Space Station (ISS) Centrifuge design are that: the spin axis for the SSRL Centrifuge prototype can translate freely in x and y, but not wobble, whereas the ISS centrifuge spin axis has 3 translational and two rotational degrees of freedom, supported by a vibration 34. The imbalance sensors are strained gauges both in the rotor and the stator, measuring the imbalance forces, whereas the ISS centrifuge uses eddy current displacement sensors to measure the displacements resulting from imbalance. High fidelity autobalancing and FDIR systems (for both counterweights and strain gauges) are developed and tested in MATLAB simulation, for the SSRL Centrifuge configuration. Hardware implementation of the autobalancing technology was begun in 1996, but was terminated due to lack of funding. The project lay dormant until 2001-2002 when the FDIR capability was added.

Wilson, Edward↗

NASA NTRS2018

Study of Dissipative Losses in AC-Biased Mo/Au Bilayer Transition-Edge Sensors

We are developing kilo-pixel arrays of transition-edge sensors (TESs) for the X-ray Integral Field Unit on ESA's (European Space Agency's) Athena observatory. Previous measurements of AC-biased Mo/Au TESs have highlighted a frequency-dependent loss mechanism that results in broader transitions and worse spectral performance compared to the same devices measured under DC (Direct Current) bias. In order to better understand the nature of this loss, we are now studying TES pixels in different geometric configurations. We present measurements on devices of different sizes and with different metal features used for noise mitigation and X-ray absorption. Our results show how the loss mechanism is strongly dependent upon the amount of metal in close proximity to the sensor and can be attributed to induced eddy current coupling to these features. We present a finite element model that successfully reproduces the magnitude and geometry dependence of the losses. Using this model, we present mitigation strategies that should reduce the losses to an acceptable level.

Sakai, K.↗

NASA NTRS1987

Space station power semiconductor package

A package of high-power switching semiconductors for the space station have been designed and fabricated. The package includes a high-voltage (600 volts) high current (50 amps) NPN Fast Switching Power Transistor and a high-voltage (1200 volts), high-current (50 amps) Fast Recovery Diode. The package features an isolated collector for the transistors and an isolated anode for the diode. Beryllia is used as the isolation material resulting in a thermal resistance for both devices of .2 degrees per watt. Additional features include a hermetical seal for long life -- greater than 10 years in a space environment. Also, the package design resulted in a low electrical energy loss with the reduction of eddy currents, stray inductances, circuit inductance, and capacitance. The required package design and device parameters have been achieved. Test results for the transistor and diode utilizing the space station package is given.

Balodis, Vilnis↗

NASA NTRS1995

Nondestructive Determination of Heat/Fire Damage to Polymer- Matrix Composites Using Obliquely Insonified Ultrasonic Waves

Heat and fire damage to composite structures cause loss of strength that cannot be detected by current NDE methods unless physical damage occurs. Further, there is a lack of fundamental understanding of the mechanism of damage from thermal exposure of organic matrix composites to elevated temperatures. Information compiled from field reports and lab experiments increasingly suggests that there is material degradation and it is not necessarily involved with the introduction of physical defects. In recent years, various researchers examined the potential to identifying thermal degradation to organic matrix composites prior to delamination. The methods that were used include: ultrasonics, backscattered X-ray, eddy current, thermography, drift and LPF spectroscopies, acousto-ultrasonics and hardness testing. None of these methods were able to correlate NDE results with loss of mechanical properties.

polymer-matrix composite fire damage NDE nondestru↗

NASA NTRS2009

Sensor Requirements and Roadmaps

The chapter starts with a brief overview of the state-of-the-art of the sensing technologies. Principles of detection and the stage of integration in conjunction with the need are discussed. Based on the projected sensor requirements to accomplish propulsion systems with distributed active control, the existent gaps and selected types of sensor technologies are addressed, which are foreseen to deliver the required sensitivity, the resolution, the range, and the bandwidth in classes of sensors and which will allow operation under harsh environment conditions. By changing the packaging and/or design of the current sensors, operation environments of 750°C may be possible, which would meet requirements for sensors located towards the engine intake, compressor and in some cases low-pressure turbine. However, the majority of sensors for locations close to the engine combustion chamber or afterburner (with operation temperatures up to 1700°C) do not exist. There is also a need for smart sensors, which would enable future distributed control architecture. In addition a number of sensors, which are of interest for more intelligent gas turbine engines, are being explored or do not yet exist, for example turbine emission species sensors, burning patter factor sensors, fuel property sensors, and exhaust gas composition sensors. Meanwhile, rapid emerging technologies were made available during the three years duration of the Task Group. These include tip clearance measurement technologies such as eddy current, and microwave methods. To meet future sensor requirements, new fabrication and material technologies (MEMS, other), advanced sensing principles (spectroscopy, other), and their potential applications to new sensor types need to be explored. The status of current R&D for new sensors and future expectations are summarized in a comprehensive table. Sensors and associated electronics that have to operate in high temperature are foreseen to be largely available by 2015 (SiC) and 2020 (SiCN). Both of these technologies come with the potential of embedding such high temperature sensors within the structure. The information presented in the chapter represents the state-of-the-art of the sensing technology of the years 2005-2007 to the best knowledge of the authors. The authors are also fully aware of the fact that there may be many ongoing research programs as well as individual research that are not publicly supported and public information is not available. Therefore, the report might miss that section of knowledge. Also, progress in research and development is made every day such that often, the recent information may be fast outdated. The reader should bear in mind these facts.

Ion Stiharu↗

NASA NTRS2008

NDE for the ARES I Upper Stage Common Bulkhead

The current design of the ARES 1 Upper Stage uses a common bulkhead to separate the liquid hydrogen and liquid oxygen tanks. The bulkhead consists of aluminum face sheets bonded to a Phenolic honeycomb core. The face sheets, or domes, are friction stir welded to Y-rings that connect the bulkhead to the barrel sections of the liquid hydrogen and liquid oxygen tanks. Load between the Y-rings is carried by an externally attached bolting ring. The development of nondestructive evaluation methods for the ARES I Upper Stage Common Bulkhead are outlined in this presentation. Methods for inspecting the various components of the bulkhead are covered focusing in on the dome skins, core-to-dome bond lines and friction stir welds as well as structural details like the fastener holes. Thermography, shearography and ultrasonic methods are discussed for the bond lines. Eddy current methods are discussed for the fastener holes and dome skins. A combination of phased array ultrasound, liquid penetrant and radiography are to being investigated for use on the friction stir welds. Keywords: Composite materials, NDE, Cryogenic structures

Walker, James↗

NASA NTRS2004

Conical Magnetic Bearings Developed for Active Stall Control in Gas Turbine Engines

Active stall control is a current research area at the NASA Glenn Research Center that offers a great benefit in specific fuel consumption by allowing the gas turbine to operate beyond the onset of stall. Magnetic bearings are being investigated as a new method to perform active stall control. This enabling global aviation safety technology would result in improved fuel efficiency and decreased carbon dioxide emissions, as well as improve safety and reliability by eliminating oil-related delays and failures of engine components, which account for 40 percent of the commercial aircraft departure delays. Active stall control works by perturbing the flow in front of the compressor stage such that it cancels the pressure wave, which causes the compressor to go into stall. Radial magnetic bearings are able to whirl the shaft so that variations in blade tip leakage would flow upstream causing a perturbation wave that could cancel the rotating stall cell. Axial or thrust magnetic bearings cannot be used to cancel the surge mode in the compressor because they have a very low bandwidth and thus cannot modulate at a high enough frequency. Frequency response is limited because the thrust runner cannot be laminated. To improve the bandwidth of magnetic thrust bearings, researchers must use laminations to suppress the eddy currents. A conical magnetic bearing can be laminated, resulting in increased bandwidth in the axial direction. In addition, this design can produce both radial and thrust force in a single bearing, simplifying the installation. The proposed solution combines the radial and thrust bearing into one design that can be laminated--a conical magnetic bearing. The new conical magnetic bearing test rig, funded by a Glenn fiscal year 2002 Director's Discretionary Fund, was needed because none of the existing rigs has an axial degree of freedom. The rotor bearing configuration will simulate that of the main shaft on a gas turbine engine. One conical magnetic bearing replaces the ball bearing in front of the compressor, and the second replaces the roller bearing behind the burner. The rig was made operational to 10,000 rpm under Smart Efficient Components funding, and both position and current adaptive vibration control have been demonstrated. Upon program completion, recommendations will be made as to the efficacy of the conical magnetic bearing for active stall control.

Trudell, Jeffrey J.↗

NASA NTRS2007

Testing of Full Scale Flight Qualified Kevlar Composite Overwrapped Pressure Vessels

Many decades ago NASA identified a need for low-mass pressure vessels for carrying various fluids aboard rockets, spacecraft, and satellites. A pressure vessel design known as the composite overwrapped pressure vessel (COPV) was identified to provide a weight savings over traditional single-material pressure vessels typically made of metal and this technology has been in use for space flight applications since the 1970's. A typical vessel design consisted of a thin liner material, typically a metal, overwrapped with a continuous fiber yarn impregnated with epoxy. Most designs were such that the overwrapped fiber would carry a majority of load at normal operating pressures. The weight advantage for a COPV versus a traditional singlematerial pressure vessel contributed to widespread use of COPVs by NASA, the military, and industry. This technology is currently used for personal breathing supply storage, fuel storage for auto and mass transport vehicles and for various space flight and aircraft applications. The NASA Engineering and Safety Center (NESC) was recently asked to review the operation of Kevlar 2 and carbon COPVs to ensure they are safely operated on NASA space flight vehicles. A request was made to evaluate the life remaining on the Kevlar COPVs used on the Space Shuttle for helium and nitrogen storage. This paper provides a review of Kevlar COPV testing relevant to the NESC assessment. Also discussed are some key findings, observations, and recommendations that may be applicable to the COPV user community. Questions raised during the investigations have revealed the need for testing to better understand the stress rupture life and age life of COPVs. The focus of this paper is to describe burst testing of Kevlar COPVs that has been completed as a part of an the effort to evaluate the effects of ageing and shelf life on full scale COPVs. The test articles evaluated in this discussion had a diameter of 22 inches for S/N 014 and 40 inches for S/N 011. The time between manufacture and burst was 28 and 22 years. Visual inspection, shearography, heat soak thermography and borescope inspection were performed on vessel S/N 011 and all but shearography was performed on S/N 014 before they were tested and details of this work can be found in a companion paper titled, "Nondestructive Methods and Special Test Instrumentation Supporting NASA Composite Overwrapped Pressure Vessel Assessments." The vessels were instrumented so that measurements could be made to aid in the understanding of vessel response. Measurements made on the test articles included girth, boss displacement, internal volume, multiple point strain, full field strain, eddy current, acoustic emission (AE) pressure and temperature. The test article before and during burst is shown with the pattern used for digital image correlation full field strain measurement blurring as the vessel fails.

Greene, Nathanael↗