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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

LS-DYNA User-Defined Internal Ballistic Modeling

One of the challenges in modeling deflagration of solid propellants with LS-DYNA is its limited capability, which is mostly applicable to airbag systems that use gaseous nitrogen generated by burning sodium azide. To overcome this limitation and enable the modeling of custom propellant grains with specific geometries, perforations, surface inhibitors, impetus, burn rates, and co-volumes, a user-defined burn model must be defined. In this study, a custom internal ballistic analysis code is integrated into LS-DYNA to simulate kinematic systems driven by pyro-mechanical devices such as pyro pushers, cutters, thrusters, separations bolts, ejection seat catapults, etc. Step-by-step guidance is provided on implementing a user-defined loading subroutine and the requirements for compiling a custom LS-DYNA executable along with a simple pyro thruster example.

pyrotechnics↗
NASA NTRS2009

Pressure-Energized Seal Rings to Better Withstand Flows

Pressure-energized seal rings intended to withstand flows better than do conventional pressure-energized seal rings have been conceived. The concept applies, more specifically, to seal rings used on some valve stems, pistons, and the like. A conventional pressure-energized seal ring generally has a U-shaped cross section and consists of an elastomer or other suitable polymer with an embedded metal energizing spring (see Figure 1). The working fluid from the high-pressure side that one seeks to seal is allowed into the U-shaped cavity, so that the pressure pushes the sides of the seal ring tighter against the gland and body sealing surfaces, thereby increasing the degree of sealing. Unfortunately, when the seal ring is exposed to flow of the working fluid, under some conditions, the flow grabs the lip of the U-shaped cross section and ejects or deforms the seal ring so that, thereafter, a proper seal is not obtained. Figure 2 depicts one of several alternative seal rings according to the present concept. One element of the concept is to modify the U-shaped cross section from that of the corresponding conventional seal ring to eliminate the exposed lip and prevent entry of the working fluid into the U-shaped cavity. Unlike in the conventional seal, pressurized fluid would not push the seal ring directly against the both gland and body sealing surfaces. Instead, the pressure would directly push the seal ring against a gland sealing surface only. In so doing, the pressure would squash the seal ring into a smaller volume bounded by the gland and body sealing surfaces, and would thereby indirectly press the seal ring more tightly against the body sealing surface. To enhance the desired squashing deformation, a spring having an approximately parallelogram cross section would be embedded in the modified U-shaped cavity. As the pressure pushed two corners of the approximate parallelogram closer together along the axis of the seal ring, the other two corners of the approximate parallelogram would be pushed farther apart along a radius of the ring, thereby causing the polymeric ring material to push radially harder against the body sealing surface. From the radially innermost corner of the approximate parallelogram, the spring material would extend radially, then axially into recesses in the seal gland. These extensions would help to restrain the seal ring against ejection. A seat retainer would hold the sealing ring in the gland and form a mechanical compression seal to prevent or at least reduce leakage of pressurized fluid into the cavity behind the seal. However, because there would likely be a little leakage, the cavity behind the seal should be vented to the low pressure side to prevent buildup of pressure in the cavity over time; otherwise, the built-up pressure could cause ejection of the seal ring when the pressure on the high-pressure side was reduced. Polymeric seal-ring materials may not be able to withstand working conditions in applications that involve abrasive and/or hot working fluids. For such applications, all-metal seal rings may be preferred. The bottom part of Figure 2 shows one example of an alternative gland configuration with an all-metal seal ring.

Farner, Bruce↗
NASA NTRS1964

Crew-station design and operation.

Control, instrument and accommodation arrangements in spacecraft crew stations to insure safety and enable optimum performance

SPACE CABIN↗
NASA NTRS1964

Launch-escape systems.

Malfunction detection and escape systems during launch phase, investigating hazard types and cause

EJECTION SEAT↗
NASA NTRS2020

Lunar Transient Accelerations White Paper

Recently, the United States announced a plan to return astronauts to the moon by 2024 [8]. Lunar landing (and subsequent Mars landing) architecture was not considered when the current NASA standards and vehicle design requirements for crew injury risk were developed. Therefore a gap exists in protecting the crew in planetary landing scenarios. One of the interesting aspects of this design reference mission (DRM)is the consideration of having the crew stand during dynamic phases of flight. Although this approach was contemplated for the Apollo Lunar Module, current NASA standards do not address design solutions that allow the crew to stand. Currently, NASA uses several tools and associated limits to mitigate crew injury because of dynamic loads. Some of these tools are the Brinkley Dynamic Response Criterion (BDRC) model and Hybrid III Anthropomorphic Test Devices (ATDs) [10]; and these have several limitations for assessing spaceflight loading environments, as well as specific underlying assumptions that may not be applicable in planetary landing vehicles. The BDRC is a simple lumped mass parameter model developed by the U.S. military, and has been used primarily to evaluate injury risk associated with aircraft ejection systems. The model evaluates seat accelerations in each axis to determine injury risk. Because the model treats the human-seat-restraint system as a single system, it is contingent on a restraint system and seat with similar characteristics of the original test data underlying the model. In particular, the model requires a rigid seat with a minimum natural frequency of 15Hz, minimal seat pan padding, side supports, and multipoint harness. The BDRC model uses undamped natural frequency and damping coefficients based on these requirements and any deviations may render the model injury predictions void. In lunar landing, one expects that a minimal or even no seat with minimal restraints will be employed. In this case, the original model parameters are likely to not be applicable. For capsule-based spacecraft returning crew to Earth, the Hybrid III ATD in various sizes also is used to supplement the BDRC. This analytical tool was added to address limitations in the BDRC related to spacecraft landings while wearing a pressure garment and helmet. Although the Hybrid III ATD has additional measurement capability; head, neck,and lumbar spine responses were the only metrics included because of the limitations imposed by the model.Lunar landing acceleration limits must assume the crew is standing during landing, an orientation for which we have limited data.Although the Apollo missions did employ a standing orientation for the crew, much of the data is lost. Therefore data from othersources havebeen examined to inform lunar landing acceleration limits.

Jeffrey T Somers↗
NASA NTRS1985

Design and testing of an energy-absorbing crewseat for the F/FB-111 aircraft. Volume 2: Data from seat testing

The unacceptably high injury rate during the escape sequence (including the ejection and ground impact) of the crew module for F/FB-111 aircraft is reviewed. A program to determine if the injury potential could be reduced by replacing the existing crewseats with energy absorbing crewseats is presented. An energy absorbing test seat is designed using much of the existing seat hardware. An extensive dynamic seat test series, designed to duplicate various crew module ground impact conditions is conducted at a sled test facility. Comparative tests with operational F-111 crewseats are also conducted. After successful dynamic testing of the seat, more testing is conducted with the seats mounted in an F-111 crew module. Both swing tests and vertical drop tests are conducted. The vertical drop tests are used to obtain comparative data between the energy absorbing and operational seats. Volume 1 describes the energy absorbing test seat and testing conducted, and evaluates the data from both test series. Volume 2 presents the data obtained during the seat test series, while Volume 3 presents the data from the crew module test series.

Shane, S. J.↗
NASA NTRS1974

CNO abundances and hydrodynamic models of the nova outburst. II - 1.00 solar mass models with enhanced carbon and oxygen

Results of a computation of a variety of evolutionary sequences involving thermonuclear runaways in the hydrogen-rich envelopes of 1.00-solar-mass carbon-oxygen white dwarfs. The evidence concerning the location of the outburst in the nova system is reexamined, and it is concluded that the white dwarf is the seat of the outburst. An order-of-magnitude argument is presented which indicates that for a 1.00-solar-mass white dwarf it is impossible to achieve mass ejection without an energy generation of approximately 10 to the 16th ergs/g/sec. A description is given of models with low nuclear enhancements that do not produce an outburst, although their evolution has certain implications for the cause of the dwarf-nova outburst. The results for models that produced a nova outburst are then presented, and on the basis of these results it is found possible to explain continuous ejection, Kukarkin and Parenago's (1934) relationship, and other gross features of the nova phenomena.

Starrfield, S.↗
NASA NTRS1985

Design and testing of an energy-absorbing crewseat for the F/FB-111 aircraft. Volume 3: Data from crew module testing

Over the past years, several papers and reports have documented the unacceptably high injury rate during the escape sequence (including the ejection and ground impact) of the crew module for F/FB-111 aircraft. This report documents a program to determine if the injury potential could be reduced by replacing the existing crewseats with energy absorbing crewseats. An energy absorbing test seat was designed using much of the existing seat hardware. An extensive dynamic seat test series, designed to duplicate various crew module ground impact conditions, was conducted at a sled test facility. Comparative tests with operational F-111 crewseats were also conducted. After successful dynamic testing of the seat, more testing was conducted with the seats mounted in an F-111 crew module. Both swing tests and vertical drop tests werre conducted. The vertical drop tests were used to obtain comparative data between the energy absorbing and operational seats.

Shane, S. J.↗
NASA NTRS1994

Cardiovascular responses to postural changes: differences with age for women and men

The cardiovascular responses to postural change, and how they are affected by aging, are inadequately described in women. Therefore, the authors examined the influence of age and sex on the responses of blood pressure, cardiac output, heart rate, and other variables to change in posture. Measurements were made after 10 minutes each in the supine, seated, and standing positions in 22 men and 25 women who ranged in age from 21 to 59 years. Several variables differed, both by sex and by age, when subjects were supine. On rising, subjects' diastolic and mean arterial pressures, heart rate, total peripheral resistance (TPR), and thoracic impedance increased; cardiac output, stroke volume, and mean stroke ejection rate decreased; and changes in all variables, except heart rate, were greater from supine to sitting than sitting to standing. The increase in heart rate was greater in the younger subjects, and increases in TPR and thoracic impedance were greater in the older subjects. Stroke volume decreased less, and TPR and thoracic impedance increased more, in the women than in the men. The increase in TPR was particularly pronounced in the older women. These studies show that the cardiovascular responses to standing differ, in some respects, between the sexes and with age. The authors suggest that the sex differences are, in part, related to greater decrease of thoracic blood volume with standing in women than in men, and that the age differences result, in part, from decreased responsiveness of the high-pressure baroreceptor system.

Posture/physiology↗
NASA NTRS2006

Over-and-Out Coronal Mass Ejections: Blowouts of Magnetic Arches by Ejective Flares in One Foot

Streamer puffs from compact ejective flares in the foot of an outer loop of the magnetic arcade under a streamer were recently identified as a new variety of coronal mass ejection (CME) (Bemporad, Sterling, Moore, & Poletto 2006, ApJ Letters, in press). In the reported examples, the compact flares produced only weak to moderate soft X-ray bursts having peak intensities no stronger than GOES class C3. Here, we present two examples of this type of CME in which the compact flare in the flank of the steamer base is much stronger (one M-class, the other X-class in GOES X-rays) and the resulting streamer puff is wider and brighter than in the discovery examples. Coronal dimming observed in SOHOBIT Fe XII images in the launching of each of these two CMEs M e r supports the view that these CMEs are produced by a high loop of the steamer arcade being blown out by magnetoplasma ejecta exploding up the leg of the loop from the flare. In addition, we present evidence that this same type of CME occurs on larger scales than in the above examples. We examine a sequence of flare eruptions seated on the north side of AR 8210 as it rotated across the southern hemisphere in late April and early May 1998. Each flare occurs in synchrony with the launching of a large CME centered on the equator. Coronal dimming in EIT Fe XII images shows the trans-equatorial footprints of these CMEs extending north from the flare site. The set of flare-with-CME events includes the trans-equatorial loop eruptions reported by Khan & Hudson (1998, GRL, 27, 1083). Our observations indicate that these CMEs were not driven by the self-eruption of the transequatorial loops, but that these loops were part of a trans-equatorial magnetic arch that was blown open by ejecta from the flares on the north side of AR 8210. Thus, a relatively compact ejective flare can be the driver of a CME that is much larger in lateral extent than the flare and is laterally far offset from the flare. It has previously been thought that such spatial disparities between the flare and the CME prohibited the flare explosion from being the driver of the CME (e.g., Kahler 1992, ARA&A, 30, 113).

Moore, Ronald L.↗
NASA NTRS2004

Recent Progress in Understanding the Sun's Magnetic Dynamo

100 years ago we thought that the Sun and stars shone as a result of slow gravitational contraction over a few tens of millions of years - putting astronomers at odds with geologists who claimed that the Earth was much, much older. That mystery was solved in the 1920s and 30s with the discovery of nuclear energy (proving that the geologists had it right all along). Other scientific mysteries concerning the Sun have come and gone but three major mysteries remain: 1) How does the Sun produce sunspots with an 11-year cycle? 2) What produces the huge explosions that result in solar flares, prominence eruptions, and coronal mass ejections? and 3) Why is the Sun's outer atmosphere, the corona, so darned hot? Recent progress in solar astronomy reveals a single key to understanding all three of these mysteries.The 11-year time scale for the sunspot cycle indicates the presence of a magnetic dynamo within the Sun. For decades this dynamo was though to operate within the Sun's convection zone - the outmost 30% of the Sun where convective currents transport heat and advect magnetic lines of force. The two leading theories for the dynamo had very different models for the dynamics of the convection zone. Actual measurements of the dynamics using the techniques of helioseismology showed that both of these models had to be wrong some 20 years ago. A thin layer of strongly sheared flow at the base of the convection zone (now called the tachocline) was then taken to be the seat of the dynamo. Over the last 10 years it has become apparent that a weak meridional circulation within the convection zone also plays a key role in the dynamo. This meridional circulation has plasma rising up from the tachocline in the equatorial regions, spreading out toward the poles at a top speed of about 10-20 m/s at the surface, sinking back down to the tachocline in the polar regions, and then flowing back toward the equator at a top speed of about 1-2 m/s in the tachocline itself. Recent dynamo models that include this meridional flow now appear to have some power for predicting the size of future sunspot cycles.

Hathaway, David. H.↗