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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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Feasibility and engineering studies on inverter-motor systems using alternating current induction type motors and quasi-square wave output inverters
Direct current motor with magnetically suspended rotor
An overview of the development of a low fidelity prediction tool for electric motor rotor resonant modes and frequencies. These predictions are useful for the prediction of UAM motor noise during the design phase. Finite Element Analysis of motor rotors has led to the development of a parameterized model to predict these modes shapes. This has in turn allowed to a curve-fit based model from parametric sweeps. These curves can predict resonant frequencies and shapes for 1-5kW class motors without running a simulation.
Portable hybrid rocket motors and test stands can be seen in many papers but none have been reported on the design or instrumentation at such a small magnitude. The design of this hybrid rocket and test stand is to be small and portable (suitcase size). This basic apparatus will be used for demonstrations in rocket propulsion. The design had to include all of the needed hardware to operate the hybrid rocket unit (with the exception of the external Oxygen tank). The design of this project includes making the correlation between the rocket's thrust and its size, the appropriate transducers (physical size, resolution, range, and cost), compatability with a laptop analog card, the ease of setup, and its portability.
Results of a structural design study of an in-line bolted joint concept which can be used to assemble Space Shuttle Solid Rocket Motor (SRM) case segments are presented. Numerous parametric studies are performed to characterize the in-line bolted joint behavior as major design variables are altered, with the primary objective always being to keep the inside of the joint (where the O-rings are located) closed during the SRM firing. The resulting design has 180 1-inch studs, an eccentricity of -0.5 inch, a flange thickness of 3/4 inch, a bearing plate thickness of 1/4 inch, and the studs are subjected to a preload which is 70% of ultimate. The mass penalty per case segment joint for the in-line design is 346 lbm more than the weight penalty for the proposed capture tang fix.
The propulsion performance and reconstructed mass properties data from Thiolol's RSRM-11 motors which were assigned to the STS-35 launch are contained. The Thiokol manufacturing designations for the motors were 360W011A/360W011B, which are referred to as RSRM-11A and RSRM-B, respectively. The launch of STS-35 occurred on 2 December 1990 at the Eastern Test Range (ETR). The data contained herein was input to the STS-35 Flight Evaluation Report. The SRM propellant, TP-H1148, is a composite type solid propellants, formulated of polybutediene acrylic acid, acryonitrile terpolymer binder, epoxy curing agent, ammonium perchlorate oxidizer, and aluminum powder fuel. A small amount of burning rate catalyst (iron oxide) was added to achieve the desired propellant burn rate. The propellant evaluation and raw material information for the RSRM-11 are included. The ballistic performance presented was based on the Operational Flight Instrumentation (OFI) 12.5 sample per second pressure data for the steady state and tail off portion of the pressure trace. Recent studies have shown that the transducers are affected by the measuring system at KSC and temperature gradients created by the igniter heaters. Therefore, an adjustment to the data from each transducer is made to make the initial reading match the atmospheric pressure at the time of launch.
Electromagnetic motors can have problems when operating in extreme environments. In addition, if one needs to do mechanical work outside a structure, electrical feedthroughs are required to transport the electric power to drive the motor. In this paper, we present designs for driving rotary and linear motors by pumping stress waves across a structure or barrier. We accomplish this by designing a piezoelectric actuator on one side of the structure and a resonance structure that is matched to the piezoelectric resonance of the actuator on the other side. Typically, piezoelectric motors can be designed with high torques and lower speeds without the need for gears. One can also use other actuation materials such as electrostrictive, or magnetostrictive materials in a benign environment and transmit the power in acoustic form as a stress wave and actuate mechanisms that are external to the benign environment. This technology removes the need to perforate a structure and allows work to be done directly on the other side of a structure without the use of electrical feedthroughs, which can weaken the structure, pipe, or vessel. Acoustic energy is pumped as a stress wave at a set frequency or range of frequencies to produce rotary or linear motion in a structure. This method of transferring useful mechanical work across solid barriers by pumping acoustic energy through a resonant structure features the ability to transfer work (rotary or linear motion) across pressure or thermal barriers, or in a sterile environment, without generating contaminants. Reflectors in the wall of barriers can be designed to enhance the efficiency of the energy/power transmission. The method features the ability to produce a bi-directional driving mechanism using higher-mode resonances. There are a variety of applications where the presence of a motor is complicated by thermal or chemical environments that would be hostile to the motor components and reduce life and, in some instances, not be feasible. A variety of designs that have been designed, fabricated and tested will be presented
Following is an overview of the Chemical Steam Generator system selected to provide vacuum conditions for a new altitude test facility, the A-3 Test Stand at Stennis Space Center (SSC) in Bay St. Louis, MS. A-3 will serve as NASA s primary facility for altitude testing of the J-2X rocket engine, to be used as the primary propulsion device for the upper stages of the Ares launch vehicles. The Chemical Steam Generators (CSGs) will produce vacuum conditions in the test cell through the production and subsequent supersonic ejection of steam into a diffuser downstream of the J-2X engine nozzle exit. The Chemical Steam Generators chosen have a rich heritage of operation at rocket engine altitude test facilities since the days of the Apollo program and are still in use at NASA White Sands Test Facility (WSTF) in New Mexico. The generators at WSTF have been modified to a degree, but are still very close to the heritage design. The intent for the A-3 implementation is to maintain this heritage design as much as possible, making minimal updates only where necessary to substitute for obsolete parts and to increase reliability. Reliability improvements are especially desired because the proposed system will require 27 generators, which is nine times the largest system installed in the 1960s. Improvements were suggested by the original design firm, Reaction Motors, by NASA SSC and NASA WSTF engineers, and by the A-3 test stand design contractor, Jacobs Technology, Inc. (JTI). This paper describes the range of improvements made to the design to date, starting with the heritage generator and the minor modifications made over time at WSTF, to the modernized configuration which will be used at A-3. The paper will discuss NASA s investment in modifications to SSC s E-2 test facility fire a full-scale Chemical Steam Generator in advance of the larger steam system installation at A-3. Risk mitigation testing will be performed in early 2009 at this test facility to verify that the CSGs operate as expected. The generator which will undergo this testing is of the most recent A-3 configuration, and will be instrumented far in excess of what is normally required for operation. The extra data will allow for easier troubleshooting and more complete knowledge of expected generator performance. In addition, the early testing will give SSC personnel experience in operating the CSG systems, which will expedite the process of installation and activation at A-3. Each Chemical Steam Generator is supported by a complement of valves, instruments, and flow control devices, with the entire assembly called a "module." The generators will be installed in groups of three, historically called "units". A module is so called because of its modular ability to be replaced or serviced without disturbing the other two modules installed on the same unit. A module is pictured in Figure 1, shown with its generator secured by white bands in its shipping (vs. installed) configuration. The heritage system at WSTF is composed of a single unit (three generator modules), pictured in Figure 2 as it was installed in 1965. In contrast, A-3 will have nine units operating in parallel to achieve vacuum conditions appropriate for testing the J-2X engine. Each of the combustors operates in two modes and achieves the so-called "full-steam" mode after all three of its stages ignite. Ignition of the first stage is achieved by exciting a spark plug; the second stage and main stage are lit by the flame front of the previous stage. The main stage burns approximately 97% of the total propellant flow and uses the heat energy to vaporize water into superheated steam. While the main stage remains unlit, the combustor is in so-called "idle" mode. In the WSTF system, this idle mode is not optimized for water usage, and does not need to be, as the water is pumped from a large reservoir. The water supply at A-3 will be contained in tanks with finite volume, so water optimization is preferred for the modnized configuration. Multiple solutions for this issue have been proposed, with the leading concept being a change to the operational definition of "idle mode," with the generator running in a lower heat flux condition.
Exploration beyond low earth orbit presents challenges for hardware that must operate in extreme environments. The current state of the art is to isolate and provide heating for sensitive hardware in order to survive. However, this protection results in penalties of weight and power for the spacecraft. This is particularly true for electro-mechanical based technology such as electronics, actuators and sensors. Especially when considering distributed electronics, many electro-mechanical systems need to be located in appendage type locations, making it much harder to protect from the extreme environments. The purpose of this paper to describe the advances made in the area of developing electro-mechanical technology to survive these environments with minimal protection. The Jet Propulsion Lab (JPL), the Glenn Research Center (GRC), the Langley Research Center (LaRC), and Aeroflex, Inc. over the last few years have worked to develop and test electro-mechanical hardware that will meet the stringent environmental demands of the moon, and which can also be leveraged for other challenging space exploration missions. Prototype actuators and electronics have been built and tested. Brushless DC actuators designed by Aeroflex, Inc have been tested with interface temperatures as low as 14 degrees Kelvin. Testing of the Aeroflex design has shown that a brushless DC motor with a single stage planetary gearbox can operate in low temperature environments for at least 120 million cycles (measured at motor) if long life is considered as part of the design. A motor control distributed electronics concept developed by JPL was built and operated at temperatures as low as -160 C, with many components still operational down to -245 C. Testing identified the components not capable of meeting the low temperature goal of -230 C. This distributed controller is universal in design with the ability to control different types of motors and read many different types of sensors. The controller form factor was designed to surround or be at the actuator. Communication with the slave controllers is accomplished by a bus, thus limiting the number of wires that must be routed to the extremity locations. Efforts have also been made to increase the power capability of these electronics for the ability to power and control actuators up to 2.5KW and still meet the environmental challenges. For commutation and control of the actuator, a resolver was integrated and tested with the actuator. Testing of this resolver demonstrated temperature limitations. Subsequent failure analysis isolated the low temperature failure mechanism and a design solution was negotiated with the manufacturer. Several years of work have resulted in specialized electro-mechanical hardware to meet extreme space exploration environments, a test history that verifies and finds limitations of the designs and a growing knowledge base that can be leveraged by future space exploration missions.
Cryogenic electric machines are a promising technology for multi megawatt electric aircraft drivetrains. Superconducting stators that make use of low AC loss superconducting wires are considered to be a key component for these cryogenic machines. NASA has undertaken 6-year technical challenge to address this need by designing a 5 MW superconducting motor and cryogenic drive and developing multi-MW prototypes. This poster shares the lessons learned from a completed design study that evaluated several configurations of a 5 MW cryogenic motor for this application. The lessons are drawn from a qualitative study of 16 configurations and a quantitative study of 8 down selected configurations. The quantitative study involved using a motor design code based on analytical calculations (electromagnetic, thermofluid, mechanical, and motor sizing) to determine each configuration’s Pareto front of total efficiency and total specific power. This poster builds upon preliminary results that were previously presented by (1) reporting final results based on a revised design code for each configuration, including a considerable increase in fidelity for a novel radial flux motor and (2) making a down selection of the configuration for future detailed design and demonstration and documenting the rationale for the selection.
Mission and planetary vehicles characteristics affecting design of solid propellant motors and thrust vector control systems in planetary orbiters and landers
Mission and planetary vehicles characteristics affecting design of solid propellant motors and thrust vector control systems in planetary orbiters and landers
Experimental data validating advanced engine designs at three thrust levels (5, 15, and 100 lbF) is presented. All of the three engine designs considered employ a Moog bipropellant torque motor valve, platelet injector design, and iridium-lined rhenium combustion chamber. Attention is focused on the performance, robustness, duration, and flexibility characteristics of the engines. It is noted that the 5- and 15-lbF thrust engines can deliver a steady state specific impulse in excess of 310 lbF-sec/lbm at an area ratio of 150:1, while the 150-lbF thrust engines deliver a steady state specific impulse of 320 lbF-sec/lbm at an area ratio of 250:1. The hot-fire test results reveal specific impulse improvements of 15 to 25 sec over conventional fuel film cooled columbium chamber designs while operating at maximum chamber temperatures.
A family of expendable solid rocket motor upper stages has been conceptually defined to provide the payloads for the Space Shuttle with performance capability beyond the low earth operational range of the Shuttle Orbiter. In this concept-feasibility assessment, three new solid rocket motors of fixed impulse are defined for use with payloads requiring levels of higher energy. The conceptual design of these motors is constrained to limit thrusting loads into the payloads and to conserve payload bay length. These motors are combined in various vehicle configurations with stage components derived from other programs for the performance of a broad range of upper-stage missions from spin-stabilized, single-stage transfers to three-axis stabilized, multistage insertions. Estimated payload delivery performance and combined payload mission loading configurations are provided for the upper-stage configurations.
The Apollo launch escape propulsion subsystem contained three solid rocket motors. The general design, development, and qualification of the solid-propellant pitch-control, tower-jettison, and launch-escape motors of the Apollo launch escape propulsion subsystem were completed during years 1961 to 1966. The launch escape system components are described in general terms, and the sequence of events through the ground-based test programs and flight-test programs is discussed. The initial ground rules established for this system were that it should use existing technology and designs as much as possible. The practicality of this decision is proved by the minimum number of problems that were encountered during the development and qualification program.
A prototype magnetically suspended composite flywheel energy storage (FES) system is operating at the University of Maryland. This system, designed for spacecraft applications, incorporates recent advances in the technologies of composite materials, magnetic suspension, and permanent magnet brushless motor/generator. The current system is referred to as an Open Core Composite Flywheel (OCCF) energy storage system. This paper will present design improvements for enhanced and robust performance. Initially, when the OCCF prototype was spun above its first critical frequency of 4,500 RPM, the rotor movement would exceed the space available in the magnetic suspension gap and touchdown on the backup mechanical bearings would occur. On some occasions it was observed that, after touchdown, the rotor was unable to re-suspend as the speed decreased. Additionally, it was observed that the rotor would exhibit unstable oscillations when the control system was initially turned on. Our analysis suggested that the following problems existed: (1) The linear operating range of the magnetic bearings was limited due to electrical and magnetic saturation; (2) The inductance of the magnetic bearings was affecting the transient response of the system; (3) The flywheel was confined to a small movement because mechanical components could not be held to a tight tolerance; and (4) The location of the touchdown bearing magnifies the motion at the pole faces of the magnetic bearings when the linear range is crucial. In order to correct these problems an improved design of the flywheel energy storage system was undertaken. The magnetic bearings were re-designed to achieve a large linear operating range and to withstand load disturbances of at least 1 g. The external position transducers were replaced by a unique design which were resistant to magnetic field noise and allowed cancellation of the radial growth of the flywheel at high speeds. A central rod was utilized to ensure the concentricity of the magnetic bearings, the motor/generator, and the mechanical touchdown bearings. In addition, the mechanical touchdown bearings were placed at two ends of the magnetic bearing stack to restrict the motion at pole faces. A composite flywheel was made using a multi-ring interference assembled design for a high specific energy density. To achieve a higher speed and better efficiency, a permanent magnet DC brushless motor was specially designed and fabricated. A vacuum enclosure was constructed to eliminate windage losses for testing at high speeds. With the new improvements the OCCF system was tested to 20,000 RPM with a total stored energy of 15.9 WH and an angular momentum of 54.8 N-m-s (40.4 lb-ft-s). Motor current limitation, caused by power loss in the magnetic bearings, was identified as causing the limit in upper operating speed.
A single motor was cast and static fired to demonstrate the performance of high energy crosslinked double base (XLDB) propellant in standard X259 rocket motor hardware. Prior to motor fabrication, the motor was analyzed to predict the results of static firing the X259 motor loaded with XLDB propellant. As a result of the analyses, a forward dome shrinkage liner was added to the design. With this design change it was determined that adequate margins of safety existed. The motor, designated the X259-E6 model with serial number XJ04/0001, was fabricated using a slurry-casting technique and was assembled with a standard X259-B4 nozzle which had the nozzle throat machined to a smaller inside diameter than the B4 model and the exit cone cut short for Bacchus Works altitude expansion. The motor was static fired on 20 February 1974 with the nozzle failing during motor operation. Nozzle failure was attributed to spalling of the throat material leading to complete nozzle break-up. However, the propellant functioned as predicted in the motor chamber, ignition was normal, and char and erosion of the internal insulator were as expected.
Reaction wheel system development with tachometer and commutator design