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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 325 records · Page 18

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NASA NTRS1978

OAST space power technology program

The current research and technology (R and T) base program is first described, then special attention is directed toward outlining a new system technology specifically oriented toward providing the utility power plant technology base for semi-permanent earth orbital facilities expected to be needed in the middle to late 1980's. The R and T program involves five areas of research: (1) photovoltaic energy conversion; (2) chemical energy conversion and storage; (3) thermal-to-electric conversion; (4) environment interactions; and (5) power systems management and distribution. The general objectives and planned direction of efforts in each of these areas is summarized.

Mullin, J. P.↗

NASA NTRS1982

The tethered retrievable platform concept and utilization

Main components of the current configuration of a proposed tethered satellite system (TSS) for deploying instrumentation up to 100 km upward or downward from the Orbiter in LEO are described. The TSS consists of the Deployer Module, the Tether, and the Satellite Module, and remains connected to the equipment in the Orbiter bay for the entire mission. The Deployer Module is mounted on a pallet, and has a boom, a tether control mechanism, and a tether control capability, in addition to data acquisition and control systems. The Satellite Module features a thermal control, electrical power and distribution, data management and communication, attitude determination, propulsion, and payload capability. Deployment is unpowered, taking advantage instead of gravity gradients to move the payload from the Orbiter. Safety features include a cutter mechanism to disengage the tether from the Orbiter if retrieval of the payload is judged to endanger the crew and the Orbiter.

Laue, J. H.↗

NASA NTRS1989

Space Station Solar Dynamic Module modelling and simulation

Efforts to model and simulate the Solar Dynamic Power Module (SDPM) for the Space Station are discussed. The SDPM configuration is given and the SDPM subsytems are described, including the concentrator assembly, the fine pointing and tracking system, the power generation system, the heat rejection assembly, the electrical equipment, the interface structure and integration hardware, and the beta gimbal assembly. Performance requirements and design considerations are given. The development of models to simulate the SDPM is examined, noting research on models such as the Electric Power System Transient Analysis Model, the Electric Power System on Orbit Performance model, and a spatial flux distribution function.

Tylim, A.↗

NASA NTRSDate not supplied

X-57 High-Lift Propeller Control Schedule Development

The NASA X-57 distributed electric propulsion flight demonstrator uses a high-lift propeller system to maintain low-speed capability with a highly loaded, cruise-efficient wing. Previous research showed that the control scheme for the high-lift propellers was a crucial factor to enable an adequate balance between stabilized glideslope control and appropriate lift margin during the approach-to-landing phase of flight. This paper expands the high-lift propeller control considerations to include all phases of low-speed flight, including preflight, taxi, takeoff, initial climb, approach, and landing. Two control modes, termed airspeed and fixed mode, are developed in this paper. The airspeed mode varies propeller torque based on equivalent airspeed to account for different phases of ground and flight operations. The fixed mode operates the high-lift propeller system at a fixed rotational speed to account for failures in the air data system, preflight checkout, and high-performance takeoff operations. Modeling of the high-lift propellers within the X-57 low-speed flight envelope shows that (1) the structural rotational speed limit of the propeller blades limits their effectiveness at higher altitudes and airspeeds, (2) the speed setting of the fixed mode is set by the maximum torque of the airspeed mode, and (3) minimizing the potential for windmilling in non-standard conditions sets the torque schedule at higher speeds. Additionally, the fixed mode is shown to provide an increased climb rate during normal takeoff operations.

Nicholas K. Borer↗

NASA NTRS1982

Conceptual design of the 7 megawatt Mod-5B wind turbine generator

Similar to MOD-2, the MOD-5B wind turbine generator system is designed for the sole purpose of providing electrical power for distribution by a major utility network. The objectives of the MOD-2 and MOD-5B programs are essentially identical with one important exception; the cost-of-electricity (COE) target is reduced from 4 cent/Kwhr on MOD-2 to 3 cent/Kwhr on MOD-5B, based on mid 1977 dollars and large quantity production. The MOD-5B concept studies and eventual concept selection confirmed that the program COE targets could not only be achieved but substantially bettered. Starting from the established MOD-2 technology as a base, this achievement resulted from a combination of concept changes, size changes, and design refinements. The result of this effort is a wind turbine system that can compete with conventional power generation over significant geographical areas, increasing commercial market potential by an order of magnitude.

Douglas, R. R.↗

NASA NTRS1973

Solid state power controllers

The rationale, analysis, design, breadboarding and testing of the incremental functional requirements are reported that led to the development of prototype 1 and 5 Amp dc and 1 Amp ac solid state power controllers (SSPC's). The SSPC's are to be considered for use as a replacement of electro-mechanical relays and circuit breakers in future spacecraft and aircraft. They satisfy the combined function of both the relay and circuit breaker and can be remotely controlled by small signals, typically 10 mA, 5 to 28 Vdc. They have the advantage over conventional relay/circuit breaker systems in that they can be located near utilization equipment and the primary ac or dc bus. The low level control, trip indication and status signals can be circuited by small guage wire for control, computer interface, logic, electrical multiplexing, unboard testing, and power management and distribution purposes. This results in increased system versatility at appreciable weight saving and increased reliability.

Gibbs, R. S.↗

NASA NTRS1979

Recent advances in redox flow cell storage systems

Several features which were conceived and incorporated into complete redox systems that greatly enhanced its ability to be kept in proper charge balance, to be capable of internal voltage regulation, and in general be treated as a true multicell electrochemical system rather than an assembly of single cells that were wired together, were discussed. The technology status as it relates to the two application areas of solar photovoltaic/wind and distributed energy storage for electric utility applications was addressed. The cost and life advantages of redox systems were also covered.

Thaller, L. H.↗

NASA NTRS2017

Cooling of Electric Motors Used for Propulsion on SCEPTOR

NASA is developing a suite of hybrid-electric propulsion technologies for aircraft. These technologies have the benefit of lower emissions, diminished noise, increased efficiency, and reduced fuel burn. These will provide lower operating costs for aircraft operators. Replacing internal combustion engines with distributed electric propulsion is a keystone of this technology suite, but presents many new problems to aircraft system designers. One of the problems is how to cool these electric motors without adding significant aerodynamic drag, cooling system weight or fan power. This paper discusses the options evaluated for cooling the motors on SCEPTOR (Scalable Convergent Electric Propulsion Technology and Operations Research): a project that will demonstrate Distributed Electric Propulsion technology in flight. Options for external and internal cooling, inlet and exhaust locations, ducting and adjustable cowling, and axial and centrifugal fans were evaluated. The final design was based on a trade between effectiveness, simplicity, robustness, mass and performance over a range of ground and flight operation environments.

Propulsion↗

NASA NTRS2023

A Framework for Evaluating Distributed Electric Propulsion on the SUSAN Electrofan Aircraft

This work presents a framework for evaluating models and algorithms for Distributed Electric Propulsion (DEP) on the SUSAN Electrofan Aircraft. Throughout the development of the SUSAN aircraft, the performance of various configurations of the aircraft will need to be analyzed. However, the static behavior alone is not sufficient to describe the performance of these configurations. Therefore, simulation with fully integrated subsystem models is required. The proposed framework considers the vehicle aerodynamic, propulsion, and control subsystems. The presented framework automatically generates control laws for any vehicle configuration in response to changes in these subsystems. To compare these different vehicle configurations, various time and frequency domain performance metrics are compared. Three different system modifications are used as cases to evaluate this framework. The first modification integrates the propulsion control system with the flight controller to enable differential thrust without stalling the main engine. This evaluation case is used to validate the framework for aircraft configurations with coupled subsystems. The second modification compares the effect of the vertical tail size on open and closed loop performance. This evaluation case is used to validate the framework for controlling different configurations and tuning towards comparable closed loop performance despite changes to the aircraft's aerodynamic model. The third modification implements two different control allocation schemes. This evaluation case demonstrates the framework's ability to evaluate allocation modifications needed to take advantage of DEP. The first evaluation case is used to show that controller integration enables differential thrust, improving realized wingfan bandwidth by up to 40\% in simulation. The second evaluation case demonstrates that the framework can stabilize the reduced tail size aircraft with closed loop control. The third evaluation case demonstrates that a pseudoinverse control allocation scheme improves lateral velocity settling time by approximately 17~seconds over a symmetric-thrust allocation. These cases show that the framework is useful for evaluating the performance of integrated system designs, enabling analyses of new models and algorithms for the SUSAN distributed electric propulsion vehicle.

Nicholas C Ogden↗

NASA NTRSDate not supplied

NASA’s Electric Aircraft Propulsion Research: Yesterday, Today and Tomorrow

NASA has been making investments since ~2015 in technologies related to electric aircraft propulsion. These investments span all-electric with our four passenger X-plane and electric vertical lift studies, to regional flight demonstrators and targeted technology maturation programs. These latter two areas are focused ultimately on reducing fuel burn and overall energy use in transport-class aircraft, with the goal of reducing carbon impact of aviation on our planet. Key technology contributions include such as electric machines, power electronics, cables/bus bars, fault management systems, controls and systems studies, and enabling materials. Today we are seeing the fundamental technology investments manifest themselves in flight demonstrations, that are aimed at impacting aircraft entering service 2035-2040 time range. These efforts have largely been aimed at megawatt scale technologies that can enable hybrid electric or mildly distributed airplane concepts. While these concepts offer benefits to regional and single isle aircraft it is thought that a more fully electrified propulsion system requiring greater than 10 MW of distributed power offers more possible pathways to configure the propulsion-airframe system to gain new efficiencies. A few examples of this are NASA’s SUSAN distributed electrofan concept and NASA University Leadership Initiatives such as CHEETA and IZEA that champion turbo-electric concepts. These concepts utilize combination of advanced technologies such as, fuel cells, power dense electronics and power dense electric machines and superconducting technologies. How much or which of these concepts will be adopted by industry is unclear, however another step function in electrifying aircraft propulsion is now on the horizon.

Electric Aircraft Propulsion↗

NASA NTRS1992

Power system monitoring and source control of the Space Station Freedom DC power system testbed

Unlike a terrestrial electric utility which can purchase power from a neighboring utility, the Space Station Freedom (SSF) has strictly limited energy resources; as a result, source control, system monitoring, system protection, and load management are essential to the safe and efficient operation of the SSF Electric Power System (EPS). These functions are being evaluated in the DC Power Management and Distribution (PMAD) Testbed which NASA LeRC has developed at the Power System Facility (PSF) located in Cleveland, Ohio. The testbed is an ideal platform to develop, integrate, and verify power system monitoring and control algorithms. State Estimation (SE) is a monitoring tool used extensively in terrestrial electric utilities to ensure safe power system operation. It uses redundant system information to calculate the actual state of the EPS, to isolate faulty sensors, to determine source operating points, to verify faults detected by subsidiary controllers, and to identify high impedance faults. Source control and monitoring safeguard the power generation and storage subsystems and ensure that the power system operates within safe limits while satisfying user demands with minimal interruptions. System monitoring functions, in coordination with hardware implemented schemes, provide for a complete fault protection system. The objective of this paper is to overview the development and integration of the state estimator and the source control algorithms.

Kimnach, Greg L.↗

NASA NTRS1992

Power system monitoring and source control of the Space Station Freedom dc-power system testbed

Unlike a terrestrial electric utility which can purchase power from a neighboring utility, the Space Station Freedom (SSF) has strictly limited energy resources; as a result, source control, system monitoring, system protection, and load management are essential to the safe and efficient operation of the SSF Electric Power System (EPS). These functions are being evaluated in the dc Power Management and Distribution (PMAD) Testbed which NASA LeRC has developed at the Power System Facility (PSF) located in Cleveland, Ohio. The testbed is an ideal platform to develop, integrate, and verify power system monitoring and control algorithms. State Estimation (SE) is a monitoring tool used extensively in terrestrial electric utilities to ensure safe power system operation. It uses redundant system information to calculate the actual state of the EPS, to isolate faulty sensors, to determine source operating points, to verify faults detected by subsidiary controllers, and to identify high impedance faults. Source control and monitoring safeguard the power generation and storage subsystems and ensure that the power system operates within safe limits while satisfying user demands with minimal interruptions. System monitoring functions, in coordination with hardware implemented schemes, provide for a complete fault protection system. The objective of this paper is to overview the development and integration of the state estimator and the source control algorithms.

Kimnach, Greg L.↗

NASA NTRS2014

Misconceptions of Electric Propulsion Aircraft and Their Emergent Aviation Markets

Over the past several years there have been aircraft conceptual design and system studies that have reached conflicting conclusions relating to the feasibility of full and hybrid electric aircraft. Some studies and propulsion discipline experts have claimed that battery technologies will need to improve by 10 to 20 times before electric aircraft can effectively compete with reciprocating or turbine engines. However, such studies have approached comparative assessments without understanding the compelling differences that electric propulsion offers, how these technologies will fundamentally alter the way propulsion integration is approached, or how these new technologies can not only compete but far exceed existing propulsion solutions in many ways at battery specific energy densities of only 400 watt hours per kilogram. Electric propulsion characteristics offer the opportunity to achieve 4 to 8 time improvements in energy costs with dramatically lower total operating costs, while dramatically improving efficiency, community noise, propulsion system reliability and safety through redundancy, as well as life cycle Green House Gas emissions. Integration of electric propulsion will involve far greater degrees of distribution than existing propulsion solutions due to their compact and scale-free nature to achieve multi-disciplinary coupling and synergistic integration with the aerodynamics, highlift system, acoustics, vehicle control, balance, and aeroelasticity. Appropriate metrics of comparison and differences in analysis/design tools are discussed while comparing electric propulsion to other disruptive technologies. For several initial applications, battery energy density is already sufficient for competitive products, and for many additional markets energy densities will likely be adequate within the next 7 years for vibrant introduction. Market evolution and early adopter markets are discussed, along with the investment areas that will fill technology gaps and create opportunities for the effective, near-term electric aircraft products. Without understanding both the context of how electric propulsion will integrate into the vehicle system, and evolve into the market place it is likely that electric propulsion will continue to be misunderstood.

Moore, Mark D.↗

NASA NTRS1982

Thermospheric winds at high latitudes from chemical release observations

The considered investigation takes into account wind measurements conducted with the aid of 39 sounding rocket chemical release payloads. Attention is given to the geomagnetic dependence, winds and ion convection patterns, subauroral dayside measurements, evening auroral belt measurements, evening polar cap measurements, postmidnight polar cap measurements, midnight and early morning auroral belt measurements, late evening auroral belt measurements, and anomalous winds. The prevailing theme in presenting and interpreting the wind measurements between 160 and 320 km has been that the gross characteristics of the high-latitude wind system can be readily understood in terms of the pattern distribution of electric fields when the inertial properties of the neutral atmosphere and Coriolis forces are taken into account.

Heppner, J. P.↗

NASA NTRS1982

Computer simulation of inner magnetospheric dynamics for the magnetic storm of July 29, 1977

The Rice University convection model is applied to the early main phase of the July 29, 1977 magnetic storm through a computer implementation that self-consistently calculates electric fields, currents, and plasma distributions and velocities in the inner magnetosphere/ionosphere system. On the basis of solar wind parameters and AL index as inputs, the model predicts the injection of plasma sheet plasma to form a substantial storm time ring current whose total predicted strength agrees with the observed Dst index. The possibility that the magnetic field may be sufficiently inflated to make 60 deg field lines extend to the outer magnetosphere is examined. In the model, distortion of the plasma sheet inner edge by magnetospheric compression associated with the sudden commencement temporarily disrupts the normal Birkeland current pattern. Normal Birkeland currents and shielding reassert themselves in about an hour.

Wolf, R. A.↗

NASA NTRS2011

An Examination of the Effect of Boundary Layer Ingestion on Turboelectric Distributed Propulsion Systems

A Turboelectric Distributed Propulsion (TeDP) system differs from other propulsion systems by the use of electrical power to transmit power from the turbine to the fan. Electrical power can be efficiently transmitted over longer distances and with complex topologies. Also the use of power inverters allows the generator and motors speeds to be independent of one another. This decoupling allows the aircraft designer to place the core engines and the fans in locations most advantageous for each. The result can be very different installation environments for the different devices. Thus the installation effects on this system can be quite different than conventional turbofans where the fan and core both see the same installed environments. This paper examines a propulsion system consisting of two superconducting generators, each driven by a turboshaft engine located so that their inlets ingest freestream air, superconducting electrical transmission lines, and an array of superconducting motor driven fan positioned across the upper/rear fuselage area of a hybrid wing body aircraft in a continuous nacelle that ingests all of the upper fuselage boundary layer. The effect of ingesting the boundary layer on the design of the system with a range of design pressure ratios is examined. Also the impact of ingesting the boundary layer on off-design performance is examined. The results show that when examining different design fan pressure ratios it is important to recalculate of the boundary layer mass-average Pt and MN up the height for each inlet height during convergence of the design point for each fan design pressure ratio examined. Correct estimation of off-design performance is dependent on the height of the column of air measured from the aircraft surface immediately prior to any external diffusion that will flow through the fan propulsors. The mass-averaged Pt and MN calculated for this column of air determine the Pt and MN seen by the propulsor inlet. Since the height of this column will change as the amount of air passing through the fans change as the propulsion system is throttled, and since the mass-average Pt and MN varies by height, this capture height must be recalculated as the airflow through the propulsor is varied as the off-design performance point is converged.

Felder, James L.↗

NASA NTRS2018

LEAPTech/HEIST Experiment Test and Evaluations Lessons Learned

This presentation is designed to update and enhance NASA's ability to collect, preserve, disseminate, and communicate to decision makers for Distributed Electric Propulsion technologies. Acronyms: LEAPTech/HEIST (Leading Edge Asynchronous Propeller Technology/Hybrid-Electric Integrated Systems Testbed).

electric propulsion↗

NASA NTRS1975

Simultaneous measurements of auroral particles and electric currents by a rocket-borne instrument system - Introductory remarks

A rocket-borne experiment package has been designed to obtain simultaneous in situ measurements of the pitch angle distributions and energy spectra of primary auroral particles, the flux of neutral hydrogen at auroral energies, the electric currents flowing in the vicinity of the auroral arc as determined from vector magnetic data, and the modulation of precipitating electrons in the frequency range 0.5-10 MHz. The experiment package was launched by a Nike-Tomahawk rocket from Poker Flat, Alaska, at 0722 UT on Feb. 25, 1972, over a bright auroral band. This paper is intended to serve as an introduction to the detailed discussion of results given in the companion papers. As such it includes a brief review of the general problem, a discussion of the rocket instrumentation, a delineation of the auroral and geomagnetic conditions at the time of launch, and comments on the overall payload performance.

Anderson, H. R.↗