SEARCH · Engineering Papers
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Functional and environmental testing of 6000 psig, 3/4-inch shutoff valve for venting high pressure gaseous hydrogen storage bottles
Operation and environment test of 2 inch manually operated Globe Valve for use in high pressure helium
Results of bipropellant valve program with applications to earth storable propellants
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
It is advantageous for gas-fed pulsed electric thrusters to employ pulsed valves so propellant is only flowing to the device during operation. The propellant utilization of the thruster will be maximized when all the gas injected into the thruster is acted upon by the fields produced by the electrical pulse. Gas that is injected too early will diffuse away from the thruster before the electrical pulse can act to accelerate the propellant. Gas that is injected too late will miss being accelerated by the already-completed electrical pulse. As a consequence, the valve must open quickly and close equally quickly, only remaining open for a short duration. In addition, the valve must have only a small amount of volume between the sealing body and the thruster so the front and back ends of the pulse are as coincident as possible with the valve cycling, with very little latent propellant remaining in the feed lines after the valve is closed. For a real mission of interest, a pulsed thruster can be expected to pulse at least 10(exp 10) - 10(exp 11) times, setting the range for the number of times a valve must open and close. The valves described in this paper have been fabricated and tested for operation in an inductive pulsed plasma thruster (IPPT) for in-space propulsion. In general, an IPPT is an electrodeless space propulsion device where a capacitor is charged to an initial voltage and then discharged, producing a high-current pulse through a coil. The field produced by this pulse ionizes propellant, inductively driving current in a plasma located near the face of the coil. Once the plasma is formed, it can be accelerated and expelled at a high exhaust velocity by the electromagnetic Lorentz body force arising from the interaction of the induced plasma current and the magnetic field produced by the current in the coil. The valve characteristics needed for the IPPT application require a fast-acting valve capable of a minimum of 10(exp 10) valve actuation cycles. Since even 10(exp 9) cycles is well above anything demonstrated, this lower value was selected as the design point for the present work. The valve seal must remain leak-tight throughout operation, and the body must maintain a low internal leakage at relatively high operating temperatures. The full set of design requirements used for this program are summarized in Table 1. In this work, we describe two pulsed gas valves that have been fabricated to have long lifetime and demonstrate the characteristics listed above. The first is a miniaturized, conventional electromagnet-based valve while the second is a piezoelectric-based valve design. The conventional valve, shown in Fig. 1, is opened by use of a solenoid electromagnetic actuator. When current is applied to the solenoid coil, magnetic forces pull the plunger away from the valve seat, allowing fluid to flow through the valve. Removal of electrical current permits the spring and fluid pressure to seat the plunger, halting the flow of fluid. The valve body is fabricated from 304L corrosion resistant steel (CRES) and while the parts that form the magnetic circuit are fabricated from 430 CRES. This material does not have optimum magnetic properties, but its corrosion resistance permits incorporation into a design without requiring an additional plating process. A viton O-ring compound (Parker V0884-75), selected for its mechanical strength at elevated temperatures, was used for the valve seat seal. The design was based solely on the use of analytical sizing calculations, as opposed to a more rigorous finite element analysis. While this valve is small and relatively lightweight, it does not represent a design that is optimized for mass and/or a given volume envelope. The piezoelectric valve is a "puller" valve design. Applying a voltage to the piezo crystal causes it to elongate and pull a pintle off the seat, opening the valve. The valve seal consists of the pintle with an external, spherically-formed tip fabricated from Inconel 625 and the seat fabricated from Inconel 718 and possessing a spherical surface that permits the pintle to align with the valve body centerline after each cycle, maintaining the circumferential metal-on-metal seal. The contact stress on the valve pintle is expected in the worst case to be 96.5 MPa (14 ksi), which is well below the work hardening value of 413.7 MPa (60 ksi) for Inconel 615. Results presented in this work will compare the performance of each valve, both to each other and to the valve design requirements given in Table 1. In general, both valves meet all the performance envelope requirements, but the piezoelectric valve consumes considerably less power and has a faster response time over the conventional solenoid-driven valves.
I.Nomenclaturemtypical_mission=internal mass of propellant lost over the course of a mission with Qtypicalmmission_goal=mass of propellant loss over the course of a mission with Qgoaltmission=theoretical mission durationQtypical=internal leakage rate found in commercially available valvesQgoal=internal leakage rate design goalρH2_STP=density of hydrogen at standard temperature and pressure.1NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)2NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)3NASA AST, Liquid Propulsion Valve Engineer (Retired).Valves, Actuators, and Ducts Design and Development Branch (ER14)4JSEG ESSCA, Engineering Specialist.Valves Actuators and Ducts Design and Development Branch (ER14)5NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)6JSEG ESSCA, Valve Design and Development Engineer.Valves Actuators and Ducts Design and Development Branch (ER14) II.IntroductionCurrent aerospace cryogenic valves present challenges to potential long duration missions that utilize cryogenic propellants. Small interplanetary and long-life communication satellites typically utilize hypergolic propellants that operate at higher temperatures, making it easier to achieve very low internal leakage rates. Larger vehicles for long duration missions will likely need to utilize cryogenic-based chemical and nuclear systems to achieve mission requirements. Some early propulsion concepts are projected to require valves with a nominal size ranging from 3” to 10”.Currently available cryogenic aerospace valves typically have internal leakage rates which can range from 100 to 300 SCIM for 3” valves, or upwards of 2,000 SCIM for 10” valves. With just a few of these valves in a system, internal leakage could account for multiple tons of propellant loss over the course of a potential Mars mission, as shown in Figure 1.Figure 1 - Potential Propellant Loss Over the Course of a Long Duration MissionMost internal leakage rates can be attributed to inherent imperfections and misalignments, which result in imperfect contact between sealing surfaces, as shown in Figure 2.Figure 2 - Imperfections and Misalignments Between Sealing Surfaces The ER14 Branch at Marshall Space Flight Center (MSFC) has created a self-aligning seat and poppet design (shown in Figure 3) that allows a valve to be more tolerant of imperfect contacts. This design utilizes a metallic poppet head with five degrees of freedom that allows the poppet toself-align with the seat, reducing the need for tight tolerances.Figure 3 - Self-Aligning Seat and Poppet DesignIII.Test Valve DescriptionA series of development tasks have been conducted to study potential improvements to internal leakage rates. These tasks include 3 test valves (shown in Figure 4) to demonstrate the potential application to various configurations and sizes:A 3” isolation valve for liquid flows (similar to a fill and drain valve)A 3” relief valve for low temperature gas flows.An 8” pre-valve (similar to the engine isolation valve needed on a Nuclear Thermal Propulsion (NTP) engine).Figure 4 - Low Leakage Development Test ValvesThese valves have been developed and are currently being tested at liquid nitrogen (LN2) temperatures, and are anticipated to undergo testing at liquid hydrogen (LH2) temperatures in late 2022
A moveable valve for controlling flow of a pressurized working fluid was designed. This valve consists of a hollow, moveable floating piston pressed against a stationary solid seat, and can use the working fluid to seal the valve. This open/closed, novel valve is able to use metal-to-metal seats, without requiring seat sliding action; therefore there are no associated damaging effects. During use, existing standard high-pressure ball valve seats tend to become damaged during rotation of the ball. Additionally, forces acting on the ball and stem create large amounts of friction. The combination of these effects can lead to system failure. In an attempt to reduce damaging effects and seat failures, soft seats in the ball valve have been eliminated; however, the sliding action of the ball across the highly loaded seat still tends to scratch the seat, causing failure. Also, in order to operate, ball valves require the use of large actuators. Positioning the metal-to-metal seats requires more loading, which tends to increase the size of the required actuator, and can also lead to other failures in other areas such as the stem and bearing mechanisms, thus increasing cost and maintenance. This novel non-sliding seat surface valve allows metal-to-metal seats without the damaging effects that can lead to failure, and enables large seating forces without damaging the valve. Additionally, this valve design, even when used with large, high-pressure applications, does not require large conventional valve actuators and the valve stem itself is eliminated. Actuation is achieved with the use of a small, simple solenoid valve. This design also eliminates the need for many seals used with existing ball valve and globe valve designs, which commonly cause failure, too. This, coupled with the elimination of the valve stem and conventional valve actuator, improves valve reliability and seat life. Other mechanical liftoff seats have been designed; however, they have only resulted in increased cost, and incurred other reliability issues. With this novel design, the seat is lifted by simply removing the working fluid pressure that presses it against the seat and no external force is required. By eliminating variables associated with existing ball and globe configurations that can have damaging effects upon a valve, this novel design reduces downtime in rocket engine test schedules and maintenance costs.
A fast-acting valve includes an annular valve seat that defines an annular valve orifice between the edges of the annular valve seat, an annular valve plug sized to cover the valve orifice when the valve is closed, and a valve-plug holder for moving the annular valve plug on and off the annular valve seat. The use of an annular orifice reduces the characteristic distance between the edges of the valve seat. Rather than this distance being equal to the diameter of the orifice, as it is for a conventional circular orifice, the characteristic distance equals the distance between the inner and outer radii (for a circular annulus). The reduced characteristic distance greatly reduces the gap required between the annular valve plug and the annular valve seat for the valve to be fully open, thereby greatly reducing the required stroke and corresponding speed and acceleration of the annular valve plug. The use of a valve-plug holder that is under independent control to move the annular valve plug between its open and closed positions is important for achieving controllable fast operation of the valve.
Fluid flow simulations through a valve often require evaluation of the valve in multiple opening positions. A mesh has to be generated for the valve for each position and compounding. The problem is the fact that the valve is typically part of a larger feedline system. In this paper, we propose to develop a system to create meshes for feedline systems with parametrically controlled valve openings. Herein we outline two approaches to generate the meshes for a valve in a feedline system at multiple positions. There are two issues that must be addressed. The first is the creation of the mesh on the valve for multiple positions. The second is the generation of the mesh for the total feedline system including the valve. For generation of the mesh on the valve, we will describe the use of topology matching and mesh generation parameter transfer. For generation of the total feedline system, we will describe two solutions that we have implemented. In both cases the valve is treated as a component in the feedline system. In the first method the geometry of the valve in the feedline system is replaced with a valve at a different opening position. Geometry is created to connect the valve to the feedline system. Then topology for the valve is created and the portion of the topology for the valve is topology matched to the standard valve in a different position. The mesh generation parameters are transferred and then the volume mesh for the whole feedline system is generated. The second method enables the user to generate the volume mesh on the valve in multiple open positions external to the feedline system, to insert it into the volume mesh of the feedline system, and to reduce the amount of computer time required for mesh generation because only two small volume meshes connecting the valve to the feedline mesh need to be updated.
A method for forming a carbon composite valve for internal combustion engines is discussed. The process includes the steps of braiding carbon fiber into a rope thereby forming a cylindrically shaped valve stem portion and continuing to braid said fiber while introducing into the braiding carbon fiber rope a carbon matrix plug having an outer surface in a net shape of a valve head thereby forming a valve head portion. The said carbon matrix plug acting as a mandrel over which said carbon fiber rope is braided, said carbon fiber rope and carbon matrix plug forming a valve head portion suitable for mating with a valve seat; cutting said braided carbon valve stem portion at one end to form a valve tip and cutting said braided carbon fiber after said valve head portion to form a valve face and thus provide a composite valve preform; and densifying said preform by embedding the braided carbon in a matrix of carbon to convert said valve stem portion to a valve stem and said valve head portion to a valve head thereby providing said composite valve.
A numerical framework for analysis of complex valve systems supports testing of propulsive systems by simulating key valve and control system components in the test loop. In particular, it is designed to enhance the analysis capability in terms of identifying system transients and quantifying the valve response to these transients. This system has analysis capability for simulating valve motion in complex systems operating in diverse flow regimes ranging from compressible gases to cryogenic liquids. A key feature is the hybrid, unstructured framework with sub-models for grid movement and phase change including cryogenic cavitations. The multi-element unstructured framework offers improved predictions of valve performance characteristics under steady conditions for structurally complex valves such as pressure regulator valve. Unsteady simulations of valve motion using this computational approach have been carried out for various valves in operation at Stennis Space Center such as the split-body valve and the 10-in. (approx.25.4-cm) LOX (liquid oxygen) valve and the 4-in. (approx.10 cm) Y-pattern valve (liquid nitrogen). Such simulations make use of variable grid topologies, thereby permitting solution accuracy and resolving important flow physics in the seat region of the moving valve. An advantage to this software includes possible reduction in testing costs incurred due to disruptions relating to unexpected flow transients or functioning of valve/flow control systems. Prediction of the flow anomalies leading to system vibrations, flow resonance, and valve stall can help in valve scheduling and significantly reduce the need for activation tests. This framework has been evaluated for its ability to predict performance metrics like flow coefficient for cavitating venturis and valve coefficient curves, and could be a valuable tool in predicting and understanding anomalous behavior of system components at rocket propulsion testing and design sites.
This invention utilizes a new method of opening and closing a ball valve. Instead of rotating the ball with a perpendicular stem (as is the case with standard ball valves), the ball is rotated around a fixed axis by two guide pins. This innovation eliminates the leak point that is present in all standard ball valves due to the penetration of an actuation stem through the valve body. The VOST (Venturi Off-Set-Technology) valve has been developed for commercial applications. The standard version of the valve consists of an off-set venturi flow path through the valve. This path is split at the narrowest portion of the venturi, allowing the section upstream from the venturi to be rotated. As this rotation takes place, the venturi becomes restricted as one face rotates with respect to the other, eventually closing off the flow path. A spring-loaded seal made of resilient material is embedded in the upstream face of the valve, making a leak-proof seal between the faces; thus a valve is formed. The spring-loaded lip seal is the only seal that can provide a class six, or bubble-tight, seal against the opposite face of the valve. Tearing action of the seal by high-velocity gas on this early design required relocation of the seal to the downstream face of the valve. In the stemless embodiment of this valve, inner and outer magnetic cartridges are employed to transfer mechanical torque from the outside of the valve to the inside without the use of a stem. This eliminates the leak path caused by the valve stems in standard valves because the stems penetrate through the bodies of these valves.
The design and test results for two types of pulsed gas valves are presented. The valves, a piezo valve and a solenoid actuated valve, must have exceedingly long lifetime to support gas-fed pulsed electric thruster operation for missions of interest. The performance of both valves was tested, with both demonstrating the capability to throttle the gas flow rate while maintaining low leakage levels below 10(exp -3) sccs of He at the beginning of valve lifetime. The piezo valve varies the flow rate by changing the amount that the valve is open, which is a function of applied voltage. This valve demonstrated continuous throttlability from 0-10 mL/s, with opening and closing times of 100 microsecond or less. The solenoid actuated valve flow rate changes as a function of the inlet gas pressure, with demonstrated flow rates in these tests from 2.7-11 mL per second. The valve response time is slower than the piezo valve, opening in 1-2 ms and closing in several ms. The solenoid actuated valve was tested to one million cycles, with the valve performance remaining relatively unchanged throughout the test. Galling of the sliding plunger caused the valve to bind and fail just after one million cycles, but at this point in the test the valve sealing surface leak rate still appeared to be well below the maximum target leak rake of 1×10(exp -3) sccs of He.
A proposed valve for controlling the rate of flow of a fluid would include an electric-motor-driven ball-screw mechanism for adjusting the seating element of the valve to any position between fully closed and fully open. The motor would be of a type that can be electronically controlled to rotate to a specified angular position and to rotate at a specified rate, and the ball screw would enable accurate linear positioning of the seating element as a function of angular position of the motor. Hence, the proposed valve would enable fine electronic control of the rate of flow and the rate of change of flow. The uniqueness of this valve lies in a high degree of integration of the actuation mechanism with the flow-control components into a single, relatively compact unit. A notable feature of this integration is that in addition to being a major part of the actuation mechanism, the ball screw would also be a flow-control component: the ball screw would be hollow so as to contain part of the main flow passage, and one end of the ball screw would be the main seating valve element. The relationships among the components of the valve are best understood by reference to the figure, which presents meridional cross sections of the valve in the fully closed and fully open positions. The motor would be supported by a bracket bolted to the valve body. By means of gears or pulleys and a timing belt, motor drive would be transmitted to a sleeve that would rotate on bearings in the valve body. A ball nut inside the sleeve would be made to rotate with the sleeve by use of a key. The ball screw would pass through and engage the ball nut. A key would prevent rotation of the ball screw in the valve body while allowing the ball screw to translate axially when driven by the ball nut. The outer surface of the ball screw would be threaded only in a mid-length region: the end regions of the outer surface of the ball screw would be polished so that they could act as dynamic sealing surfaces. The inlet end (the right end as depicted in the figure) of the ball screw would be the main seating valve element: in the fully closed position, it would be pressed against the valve seat, as depicted in the upper part of the figure. A retainer would hold the valve seat in an inlet fitting. In addition, the retainer would be contoured to obtain a specified flow rate as a function of axial position of the ball screw. In the fully closed position, little force would be needed to press the ball screw against the seat because the push bore area upon which the upstream pressure would act would be small. The motor would position and hold the ball screw against the seat, providing the force necessary for sealing. To open the valve to a particular position, the motor would be commanded to rotate to a particular angular position (equivalently, a particular number of revolutions) at a particular rate of rotation within its torque limitations. Once the valve was open, fluid would flow through the inlet fitting and the chamber in the inlet housing, past the seat and its retainer, along the hollow core of the ball screw, and through the outlet housing and outlet fitting. The net force generated from fluid pressure in the open position would be small because the pressure exposed to the push bore areas at the inlet and outlet are nearly equal and the forces generated would be in opposing directions.
A Wright GR-1820-G200 cylinder was tested over a wide range of fuel-air ratios at maximum permissible power output as limited by knock with three different degrees of valve cooling. The valves used were stock valves (solid inlet valve and hollow sodium-cooled exhaust valve), hollow valves with no coolant, and hollow valves with flowing water as a coolant. Curves showing the variation in maximum permissible values of inlet-air pressure, indicated mean effective pressure, cylinder charge, and indicated specific fuel consumption with change in fuel-air ratio and valve cooling are shown. The use of valves cooled by a stream of water passing through their hollow interiors permitted indicated mean effective pressures 10 percent higher than the mean effective pressures permissible with stock valves when the engine was operated with fuel-air ratios from 0.055 to 0.065. Operation of the engine with lean mixtures with uncooled hollow valves resulted in power output below the output obtained with the stock valves. The data show an increase in maximum permissible indicated mean effective pressure due to cooling the valves, which averages only 2.1 percent with fuel-air ratios from 0.075 to 0.105.