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Requirements to monitor and/or simulate electric power distribution, power balance, and charge budget are discussed. Computer program to analyze power system and generate set of characteristic power system data is described. Application to status indicators to denote different exclusive conditions is presented.
The Integrated Main Propulsion System (MPS) Performance Reconstruction process provides the MPS post-flight data files needed for postflight reporting to the project integration management and key customers to verify flight performance. This process/model was used as the baseline for the currently ongoing Space Launch System (SLS) work. The process utilizes several methodologies, including multiple software programs, to model integrated propulsion system performance through space shuttle ascent. It is used to evaluate integrated propulsion systems, including propellant tanks, feed systems, rocket engine, and pressurization systems performance throughout ascent based on flight pressure and temperature data. The latest revision incorporates new methods based on main engine power balance model updates to model higher mixture ratio operation at lower engine power levels.
A flexible accurate large-signal computer program has been developed for the design of coupled-cavity traveling wave tubes. The program is written for a TSS-360 time sharing system. The beam is described by a disk model and the slow wave structure by a sequence of cavities or cells. The computational approach is arranged so that each cavity may have different geometrical or electrical parameters than its neighbors. This allows the program user to simulate a tube of almost arbitrary complexity. Input and output couplers, severs, complicated velocity tapers, and other features peculiar to one or a few cavities may be modeled by a correct choice of input data. The beam-wave interaction is handled by a new approach in which the RF fields are expanded in solutions to the TM wave equation retaining all significant space harmonics. The program was used to perform a design study of the TWT developed for the CTS satellite. Good agreement was obtained between the predictions of the program and the measured performance of the flight tube. The internal check on power balance was satisfied within plus or minus 0.2 per cent of input beam power.
In 2001, the Space Shuttle Main Engine (SSME) project office was contacted by the Space Shuttle Ascent Guidance, Navigation, and Control group to provide the engine perspective for an Abort-to-Orbit (ATO) study. The purpose of the AT0 Off-the-Pad study was to determine the feasibility of eliminating the Return to Launch Site and Transatlantic abort modes by using a five-segment solid rocket booster and throttling the remaining SSMEs to a higher power level. This would enable all abort modes to be Abort-to-Orbit. The SSME project office at Marshall Space Flight Center collaborated with MSFC's Space Transportation Directorate and Rocketdyne Propulsion and Power to provide the AT0 Off-the-Pad study with the analysis required. Power levels at 109%, 1 11% and 1 13% of rated power level were studied as well as mixture ratio decreases down to 5.85. SSME was to evaluate and define the technical and programmatic impacts to certify the SSME to these abort power levels. The SSME systems analysis group performed a steady state analysis using the SSME power balance model to determine if there were any technical issues associated with higher power level, low mixture ratio operation. Based on each power level/mixture ratio combination, an engine certification plan was created and a preliminary probabilistic risk assessment was performed. The results showed favorable results for higher power 1evel/lower mixture ratio SSME operation. In nearly all performance and redline parameters, the traded engine operation was encompassed by nominal engine performance of a prior engine configuration.
The topics are presented in viewgraph form and include the following: systems approach needed for nuclear thermal rocket (NTR) design optimization; generic NTR engine power balance codes; rocketdyne nuclear thermal system code; software capabilities; steady state model; NTR engine optimizer code-logic; reactor power calculation logic; sample multi-component configuration; NTR design code output; generic NTR code at Rocketdyne; Rocketdyne NTR model; and nuclear thermal rocket modeling directions.
This paper presents a high-fidelity aeropropulsive assessment of the SUSAN Electrofan’s distributed electric propulsion (DEP) and boundary layer ingestion (BLI) aft fuselage turbofan technologies. This is achieved through the application of computational tools for aerodynamic and aeropropulsive design and analysis based on the Reynolds-averaged Navier-Stokes (RANS) equations. Representative aircraft models are first developed in 3D for the SUSAN Electrofan concept, a non-DEP variant, and a year 2020 technology level reference aircraft based on the Boeing 737-8. These include airframes developed through the application of RANS-based aerodynamic shape optimization, with the objective of drag minimization at cruise while subject to constant lift and zero pitching moment constraints. Wing propulsors are also included and modeled as free-flying ducted fans. These are developed through RANS-based aeropropulsive shape optimization, with the objective of shaft power minimization while subject to constant net thrust and maximum fan face Mach number constraints. An iterative power balance method is then used to trim each of the decoupled aircraft configurations, providing estimates of relative aerodynamic performance, shaft power, and range efficiency. Results also include power on and off analyses, which indicate reduced thrust-induced drag for the SUSAN Electrofan’s DEP and BLI aft fuselage turbofan propulsors when compared to those of the Boeing 737-8-like reference aircraft.
Traditional mission and vehicle management involves teams of highly trained specialists monitoring vehicle status and crew activities, responding rapidly to any anomalies encountered during operations. These teams work from the Mission Control Center and have access to engineering support teams with specialized expertise in International Space Station (ISS) subsystems. Integrated System Health Management (ISHM) applications can significantly augment these capabilities by providing enhanced monitoring, prognostic and diagnostic tools for critical decision support and mission management. The Intelligent Systems Division of NASA Ames Research Center is developing many prototype applications using model-based reasoning, data mining and simulation, working with Mission Control through the ISHM Testbed and Prototypes Project. This paper will briefly describe information technology that supports current mission management practice, and will extend this to a vision for future mission control workflow incorporating new ISHM applications. It will describe ISHM applications currently under development at NASA and will define technical approaches for implementing our vision of future human exploration mission management incorporating artificial intelligence and distributed web service architectures using specific examples. Several prototypes are under development, each highlighting a different computational approach. The ISStrider application allows in-depth analysis of Caution and Warning (C&W) events by correlating real-time telemetry with the logical fault trees used to define off-nominal events. The application uses live telemetry data and the Livingstone diagnostic inference engine to display the specific parameters and fault trees that generated the C&W event, allowing a flight controller to identify the root cause of the event from thousands of possibilities by simply navigating animated fault tree models on their workstation. SimStation models the functional power flow for the ISS Electrical Power System and can predict power balance for nominal and off-nominal conditions. SimStation uses realtime telemetry data to keep detailed computational physics models synchronized with actual ISS power system state. In the event of failure, the application can then rapidly diagnose root cause, predict future resource levels and even correlate technical documents relevant to the specific failure. These advanced computational models will allow better insight and more precise control of ISS subsystems, increasing safety margins by speeding up anomaly resolution and reducing,engineering team effort and cost. This technology will make operating ISS more efficient and is directly applicable to next-generation exploration missions and Crew Exploration Vehicles.
Rapid transportation of human crews to destinations throughout the solar system will require propulsion systems having not only very high exhaust velocities (i.e., I(sub sp) greater or equal to 10(exp 4) to 10(exp 5) sec) but also extremely low mass-power ratios (i.e., alpha less than or equal to 10(exp -2) kg/kW). These criteria are difficult to meet with electric propulsion and other power-limited systems, but may be achievable with propulsion concepts that use onboard power to produce a net gain in energy via fusion or some other nuclear process. This paper compares the fundamental performance of these gain-limited systems with that of power-limited systems, and determines from a generic power balance the gains required for ambitious planetary missions ranging up to 100 AU. Results show that energy gain reduces the required effective mass-power ratio of the system, thus enabling shorter trip times than those of power-limited concepts.
Performance results and design considerations are presented for an all solid-state Ku-band power amplifier which is feasible for use in PM communication systems for airborne or spacecraft transmitter applications. A six-stage GaAs FET preamplifier and a driver and balanced power amplifier utilizing GaAs IMPATT diodes operating in the injection locked oscillator mode are discussed. For high power and efficiency Schottky-Read IMPATT's with low-high-low doping profiles are employed. For improved reliability the IMPATT's incorporate a TiW barrier metallization to retard degradation of the IMPATT's. Results of accelerated life testing of the IMPATT devices are also presented.
The fracture criteria upon which most fracture mechanics is based involves an energy balance that is not appropriate for the fracture mechanics of viscoelastic materials such as polymer matrix composites. A more appropriate criterion based upon nonequilibrium thermodynamics and involving a power balance rather than an energy balance is proposed. This crierion is based upon a reformulation of the second law of thermodynamics which focuses attention on the total Legendre transform of energy expressed as a functional over time and space. This excess energy functional can be shown to be equivalent to the Rice J integral if the only irreversible process is the propogation of a single crack completely through the thickness of the specimen and if the crack propogation is assured to be independent of time. For the more general case of more than one crack in a viscoelastic medium integration over both time and space is required. Two experimentally measurable parameters are proposed which should permit the evaluation of this more general fracture criterion.
The identification of power flow paths in dynamically loaded structures is an important, but currently unavailable, capability for the finite element analyst. For this reason, methods for calculating power flows and mechanical intensities in finite element models are developed here. Formulations for calculating input and output powers, power flows, mechanical intensities, and power dissipations for beam, plate, and solid element types are derived. NASTRAN is used to calculate the required velocity, force, and stress results of an analysis, which a post-processor then uses to calculate power flow quantities. The SDRC I-deas Supertab module is used to view the final results. Test models include a simple truss and a beam-stiffened cantilever plate. Both test cases showed reasonable power flow fields over low to medium frequencies, with accurate power balances. Future work will include testing with more complex models, developing an interactive graphics program to view easily and efficiently the analysis results, applying shape optimization methods to the problem with power flow variables as design constraints, and adding the power flow capability to NASTRAN.
Effective generation of helicon waves for high density plasma sources is determined by the dispersion relation and plasma power balance. Helicon wave plasma sources inherently require an applied magnetic field of .01-0.1 T, an antenna properly designed to couple to the helicon wave in the plasma, and an rf power source in the 10-100 s of MHz, depending on propellant choice. For a plasma thruster, particularly one with a high specific impulse (>2000 s), the physics of the discharge would also have to address the use of electron cyclotron resonance (ECR) heating and magnetic expansion. In all cases the system design includes an optimized magnetic field coil, plasma source chamber, and antenna. A preliminary analysis of such a system, calling on experimental data where applicable and calculations where required, has been initiated at Glenn Research Center. Analysis results showing the mass scaling of various components as well as thruster performance projections and their impact on thruster size are discussed.
Effective generation of helicon waves for high density plasma sources is determined by the dispersion relation and plasma power balance. Helicon wave plasma sources inherently require an applied magnetic field of .01-0.1 T, an antenna properly designed to couple to the helicon wave in the plasma, and an rf power source in the 10-100 s of MHz, depending on propellant choice. For a plasma thruster, particularly one with a high specific impulse (>2000 s), the physics of the discharge would also have to address the use of electron cyclotron resonance (ECR) heating and magnetic expansion. In all cases the system design includes an optimized magnetic field coil, plasma source chamber, and antenna. A preliminary analysis of such a system, calling on experimental data where applicable and calculations where required, has been initiated at Glenn Research Center. Analysis results showing the mass scaling of various components as well as thruster performance projections and their impact on thruster size are discussed.
Rapid transportation of large payloads and human crews to destinations throughout the solar system will require propulsion systems having not only very high exhaust velocities (I (sub sp) greater than or equal to 10 (exp 4) to 10 (exp 5) sec) but also extremely low mass-power ratios (alpha less than or equal to 10 (exp -1) kg/kW). Such low a are difficult to achieve with power-limited propulsion systems. but may be attainable with fusion and other high I (sub SP) nuclear concepts that produce energy within the propellant. The magnitude of this energy gain is of fundamental importance. It must be large enough to sustain the nuclear process while still providing a high jet power relative to the massive power-intensive subsystems associated with these types of concepts. This paper evaluates the energy gain and mass-power characteristics required for a consistent with 1-year roundtrip planetary missions ranging up to 100 AU. Central to this analysis is an equation for overall system a, which is derived from the power balance of a generalized "gain-limited" propulsion system. Results show that the gain required to achieve alpha approximately 10 (exp -1) kg/kW with foreseeable subsystem technology can vary from 50 to as high as 10,000, which is 2 to 5 orders of magnitude greater than current state-of-the art. However, order of magnitude improvements in propulsion subsystem mass and efficiency could reduce gain requirements to 10 to 1,000 - still a very challenging goal.
Analysis of a planar diode multiplier from 85-170 GHz is described. The doubler uses a waveguide mount with two series pairs of diodes in a balanced structure. Because of the difficulties in conventional scale model measurements, numerical electromagnetic simulation based on the finite element method was chosen for the analysis, using a commercial program. To optimize the diode design, the de-embedded diode terminal impedance was studied, as well as the power balance between the diodes. The analysis showed that the matching of the diode impedance to that of the waveguide is quite sensitive to the diode substrate thickness. Thicknesses from 25-100 micron in GaAs were studied as well as 100-micron-thick quartz. The accuracy of the theoretical analysis was verified by careful measurements using a slotted line to determine the diode terminal impedance under large signal pump, for frequencies between 80 and 90 GHz. Good agreement between the measured and simulated diode terminal impedance was observed, although full agreement requires the addition of an empirical loss term. Several options are considered for the source of this loss.
This thesis will examine potential propulsive and aerodynamic benefits of integrating a boundary-layer ingestion (BLI) propulsion system with a typical commercial aircraft using the Common Research Model geometry and the NASA Tetrahedral Unstructured Software System (TetrUSS). The Numerical Propulsion System Simulation (NPSS) environment will be used to generate engine conditions for CFD analysis. Improvements to the BLI geometry will be made using the Constrained Direct Iterative Surface Curvature (CDISC) design method. Previous studies have shown reductions of up to 25% in terms of propulsive power required for cruise for other axisymmetric geometries using the BLI concept. An analysis of engine power requirements, drag, and lift coefficients using the baseline and BLI geometries coupled with the NPSS model are shown. Potential benefits of the BLI system relating to cruise propulsive power are quantified using a power balance method and a comparison to the baseline case is made. Iterations of the BLI geometric design are shown and any improvements between subsequent BLI designs presented. Simulations are conducted for a cruise flight condition of Mach 0.85 at an altitude of 38,500 feet and an angle of attack of 2deg for all geometries. A comparison between available wind tunnel data, previous computational results, and the original CRM model is presented for model verification purposes along with full results for BLI power savings. Results indicate a 14.3% reduction in engine power requirements at cruise for the BLI configuration over the baseline geometry. Minor shaping of the aft portion of the fuselage using CDISC has been shown to increase the benefit from boundary-layer ingestion further, resulting in a 15.6% reduction in power requirements for cruise as well as a drag reduction of eighteen counts over the baseline geometry.
The present paper examines potential propulsive and aerodynamic benefits of integrating a Boundary-Layer Ingestion (BLI) propulsion system into a typical commercial aircraft using the Common Research Model (CRM) geometry and the NASA Tetrahedral Unstructured Software System (TetrUSS). The Numerical Propulsion System Simulation (NPSS) environment is used to generate engine conditions for CFD analysis. Improvements to the BLI geometry are made using the Constrained Direct Iterative Surface Curvature (CDISC) design method. Previous studies have shown reductions of up to 25% in terms of propulsive power required for cruise for other axisymmetric geometries using the BLI concept. An analysis of engine power requirements, drag, and lift coefficients using the baseline and BLI geometries coupled with the NPSS model are shown. Potential benefits of the BLI system relating to cruise propulsive power are quantified using a power balance method, and a comparison to the baseline case is made. Iterations of the BLI geometric design are shown and any improvements between subsequent BLI designs presented. Simulations are conducted for a cruise flight condition of Mach 0.85 at an altitude of 38,500 feet and an angle of attack of 2 deg for all geometries. A comparison between available wind tunnel data, previous computational results, and the original CRM model is presented for model verification purposes along with full results for BLI power savings. Results indicate a 14.4% reduction in engine power requirements at cruise for the BLI configuration over the baseline geometry. Minor shaping of the aft portion of the fuselage using CDISC has been shown to increase the benefit from Boundary-Layer Ingestion further, resulting in a 15.6% reduction in power requirements for cruise as well as a drag reduction of eighteen counts over the baseline geometry.
For a number of years, NASA has relied primarily upon periodically updated versions of Rocketdyne's power balance model (PBM) to provide space shuttle main engine (SSME) steady-state performance prediction. A recent computational study indicated that PBM predictions do not satisfy fundamental energy conservation principles. More recently, SSME test results provided by the Technology Test Bed (TTB) program have indicated significant discrepancies between PBM flow and temperature predictions and TTB observations. Results of these investigations have diminished confidence in the predictions provided by PBM, and motivated the development of new computational tools for supporting SSME performance analysis. A multivariate least squares regression algorithm was developed and implemented during this effort in order to efficiently characterize TTB data. This procedure, called the 'gains model,' was used to approximate the variation of SSME performance parameters such as flow rate, pressure, temperature, speed, and assorted hardware characteristics in terms of six assumed independent influences. These six influences were engine power level, mixture ratio, fuel inlet pressure and temperature, and oxidizer inlet pressure and temperature. A BFGS optimization algorithm provided the base procedure for determining regression coefficients for both linear and full quadratic approximations of parameter variation. Statistical information relative to data deviation from regression derived relations was also computed. A new strategy for integrating test data with theoretical performance prediction was also investigated. The current integration procedure employed by PBM treats test data as pristine and adjusts hardware characteristics in a heuristic manner to achieve engine balance. Within PBM, this integration procedure is called 'data reduction.' By contrast, the new data integration procedure, termed 'reconciliation,' uses mathematical optimization techniques, and requires both measurement and balance uncertainty estimates. The reconciler attempts to select operational parameters that minimize the difference between theoretical prediction and observation. Selected values are further constrained to fall within measurement uncertainty limits and to satisfy fundamental physical relations (mass conservation, energy conservation, pressure drop relations, etc.) within uncertainty estimates for all SSME subsystems. The parameter selection problem described above is a traditional nonlinear programming problem. The reconciler employs a mixed penalty method to determine optimum values of SSME operating parameters associated with this problem formulation.