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.
After a review of some of the literature to point out limitations in fluoroether synthesis, current work is discussed that is designed to alleviate deficiencies in obtaining high molecular weights, and projections on some of the challenges for future work in this area are given. Several mechanisms are diagrammed. The work of Dr. Price is emphasized.
Techniques for the management of the thermal energy of large space platforms using many hundreds of kilowatts over a 10 year life span were evaluated. Concepts for heat rejection, heat transport within the vehicle, and interfacing were analyzed and compared. The heat rejection systems were parametrically weight optimized over conditions for heat pipe and pumped fluid approaches. Two approaches to achieve reliability were compared for: performance, weight, volume, projected area, reliability, cost, and operational characteristics. Technology needs are assessed and technology advancement recommendations are made.
An analysis based on percent GaAs solar cell weight and cost is performed to assess the utility of this cell for future space missions. It is shown that the GaAs substrate cost and the end-of-life (EOL) advantage the cell can provide over the space qualified silicon solar cell are the dominant factors determining potential use. Examples are presented to show that system level advantages resulting from reduction in solar panel area may warrant the use of GaAs at its current weight and projected initial cost provided the EOL advantage over silicon is at least 20 percent.
Multilevel Structural Optimization (MSO) continues to be an area of research interest in engineering optimization. In the present project, the weight optimization of beams and trusses using Displacement based Multilevel Structural Optimization (DMSO), a member of the MSO set of methodologies, is investigated. In the DMSO approach, the optimization task is subdivided into a single system and multiple subsystems level optimizations. The system level optimization minimizes the load unbalance resulting from the use of displacement functions to approximate the structural displacements. The function coefficients are then the design variables. Alternately, the system level optimization can be solved using the displacements themselves as design variables, as was shown in previous research. Both approaches ensure that the calculated loads match the applied loads. In the subsystems level, the weight of the structure is minimized using the element dimensions as design variables. The approach is expected to be very efficient for large structures, since parallel computing can be utilized in the different levels of the problem. In this paper, the method is applied to a one-dimensional beam and a large three-dimensional truss. The beam was tested to study possible simplifications to the system level optimization. In previous research, polynomials were used to approximate the global nodal displacements. The number of coefficients of the polynomials equally matched the number of degrees of freedom of the problem. Here it was desired to see if it is possible to only match a subset of the degrees of freedom in the system level. This would lead to a simplification of the system level, with a resulting increase in overall efficiency. However, the methods tested for this type of system level simplification did not yield positive results. The large truss was utilized to test further improvements in the efficiency of DMSO. In previous work, parallel processing was applied to the subsystems level, where the derivative verification feature of the optimizer NPSOL had been utilized in the optimizations. This resulted in large runtimes. In this paper, the optimizations were repeated without using the derivative verification, and the results are compared to those from the previous work. Also, the optimizations were run on both, a network of SUN workstations using the MPICH implementation of the Message Passing Interface (MPI) and on the faster Beowulf cluster at ICASE, NASA Langley Research Center, using the LAM implementation of UP]. The results on both systems were consistent and showed that it is not necessary to verify the derivatives and that this gives a large increase in efficiency of the DMSO algorithm.
In this paper, we present a mathematical foundation, including a convergence analysis, for cascading architecture neural network.
In 2013 ProSensing Inc. conducted a study to investigate the hazard detection potential of aircraft weather radars with new measurement capabilities, such as multi-frequency, polarimetric and radiometric modes. Various radar designs and features were evaluated for sensitivity, measurement range and for detecting and quantifying atmospheric hazards in wide range of weather conditions. Projected size, weight, power consumption and cost of the various designs were also considered. Various cloud and precipitation conditions were modeled and used to conduct an analytic evaluation of the design options. This report provides an overview of the study and summarizes the conclusions and recommendations.
Explore the source record for details and available documents.
The CMIP5 archive contains future climate projections from over 50 models provided by dozens of modeling centers from around the world. Individual model projections, however, are subject to biases created by structural model uncertainties. As a result, ensemble averaging of multiple models is often used to add value to model projections: consensus projections have been shown to consistently outperform individual models. Previous reports for the IPCC establish climate change projections based on an equal-weighted average of all model projections. However, certain models reproduce climate processes better than other models. Should models be weighted based on performance? Unequal ensemble averages have previously been constructed using a variety of mean state metrics. What metrics are most relevant for constraining future climate projections? This project develops a framework for systematically testing metrics in models to identify optimal metrics for unequal weighting multi-model ensembles. A unique aspect of this project is the construction and testing of climate process-based model evaluation metrics. A climate process-based metric is defined as a metric based on the relationship between two physically related climate variables?e.g., outgoing longwave radiation and surface temperature. Metrics are constructed using high-quality Earth radiation budget data from NASA's Clouds and Earth's Radiant Energy System (CERES) instrument and surface temperature data sets. It is found that regional values of tested quantities can vary significantly when comparing weighted and unweighted model ensembles. For example, one tested metric weights the ensemble by how well models reproduce the time-series probability distribution of the cloud forcing component of reflected shortwave radiation. The weighted ensemble for this metric indicates lower simulated precipitation (up to .7 mm/day) in tropical regions than the unweighted ensemble: since CMIP5 models have been shown to overproduce precipitation, this result could indicate that the metric is effective in identifying models which simulate more realistic precipitation. Ultimately, the goal of the framework is to identify performance metrics for advising better methods for ensemble averaging models and create better climate predictions.
The Composite Cryotank Technologies and Demonstration Project is working to advance the technologies for composite cryogenic propellant tanks at diameters suitable for future heavy lift vehicles and other in-space applications. The main goals of the project are to reduce weight and cost. One aspect of this project has focused on damage evaluation and repair development. Test panels have been impacted, repaired, and tested. Several repair methods were used to compare their effectiveness at restoring the integrity of the composite. Panels were evaluated by nondestructive evaluations at several points during the process to assess the damage and repair. The testing performed and the results and conclusions from the nondestructive evaluations and the destructive testing will be discussed. These results will lead to further development of inspection techniques and repair methods.
The airbreathing single stage to orbit (SSTO) vehicle design environment is variable-rich, intricately networked and sensitivity intensive. As such, it represents a tremondous technology challenge. Creating a viable design will require sophisticated configuration/synthesis and the synergistic integration of advanced technologies across the discipline spectrum. In design exercises, reductions in the fuel weight-fraction requirements projected for an orbital vehicle concept can result from improvements in aerodynamics/controls, propulsion efficiencies and trajectory optimization; also, gains in the fuel weight-fraction achievable for such a concept can result from improvements in structural design, heat management techniques, and material properties. As these technology advances take place, closure on a viable vehicle design will be realizable.
We report here the crystal morphologies of MV-1 and ALH84001 magnetites as calculated by back-projection using electron tomography. In the present study, we used a 300 keV TEM with a field emission gun (Tecnai F-30 from FEI Inc.), equipped with a 2048 x 2048 pixel CCD camera from Gatan Inc. to image magnetite crystals over tilt ranges of approx. +/- 72 deg in 2 deg tilt intervals. The images were aligned for back-projection, either manually, or through the use of fiducial 5 nm Au spheres affixed to the specimen prior to microscopy. Three-dimensional (3-D) reconstructions were computed using weighted back-projection of the tilted views. The tomograms were viewed and analyzed as a series of slices 1.0 nm thick, taken parallel to the specimen-supporting grid, using the IMOD software package. The shape of each magnetite crystal was determined by defining the external contour of a given magnetite in each slice and assembling a stack of these contours in 3-D. To aid in visualization, the stacked contour array was reduced to an optimal mesh by Delaunay triangulation. The surface normal to each of the triangles in the mesh was calculated and the triangle faces colored according to the orientation of that surface normal relative to the principal crystallographic axis of magnetite. Green surfaces correspond to {111} orientations, blue surfaces to {100} orientations, and red surfaces to {110} orientations. Triangles whose surface normal did not correspond to one of the principal axes were colored gray. Within the experimental and numerical uncertainties of the deconvolution, the tomographic reconstruction of both MV-1 and ALH84001 magnetites are equivalent and correspond to a truncated hexa-octahedral morphology.
The Subsonic Fixed Wing Project of NASA's Fundamental Aeronautics Program is researching aircraft propulsion technologies that will lower noise, emissions, and fuel burn. One promising technology is noncryogenic electric propulsion, which could be either hybrid electric propulsion or turboelectric propulsion. Reducing dependence on the turbine engine would certainly reduce emissions. However, the weight of the electricmotor- related components that would have to be added would adversely impact the benefits of the smaller turbine engine. Therefore, research needs to be done to improve component efficiencies and reduce component weights. This study projects technology improvements expected in the next 15 and 30 years, including motor-related technologies, power electronics, and energy-storage-related technologies. Motor efficiency and power density could be increased through the use of better conductors, insulators, magnets, bearings, structural materials, and thermal management. Energy storage could be accomplished through batteries, flywheels, or supercapacitors, all of which expect significant energy density growth over the next few decades. A first-order approximation of the cumulative effect of each technology improvement shows that motor power density could be improved from 3 hp/lb, the state of the art, to 8 hp/lb in 15 years and 16 hp/lb in 30 years.
Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design and performance under the Revolutionary Vertical Lift Technology (RVLT) Project. These models were developed using open data sources, assuming current and advanced technology levels, and range from 650 to 7,500 shaft output horsepower (485 to 5,600 kW). Documenting the methodology, assumptions, and resulting performance realizes important benefits NASA and the aviation community. NASA concept vehicle efforts using these propulsion models can be more readily shared among the government, industry and university community as common baselines to support current and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various modeling conceptual vehicle and mission analysis environments advanced, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To perform this effort, the turboshaft engine is briefly discussed, highlighting the specific components and their expected performance characteristics over the power range and technology levels considered. Engine configurations will also be discussed as they will vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight will be reported, noting trends that are important for system studies. The effect of advanced propulsion technologies on RVLT concept vehicles are also reported. Finally, potential future propulsion modeling work will be proposed.
An investigation was made of some aspects of erectable umbrella-type paraboloidal solar-energy concentrators for use in spacecraft auxiliary power systems. An analysis is presented for the design of concentrators employing radial ribs and membrane-type coverings. The rib stiffness necessary to give a desired parabolic curvature upon erection is determined. Rib contour measurements were made in an upright and inverted position on an experimental 10-foot-diameter concentrator giving a focal length of 30.78 inches and 30.6 inches, respectively, as compared with a design focal length of 30 inches. Calorimetric tests employing spherical heat receivers showed a maximum geometrical concentrator efficiency of 75.3 percent with a concentration ratio of 92.2 at a focal length of approximately 30.5 inches. Within the scope of this investigation, it was found that, as the concentrator size increases, the weight per unit projected area increases, time to damp to one-half amplitude increases, and the natural frequency decreases. Umbrella-type solar concentrators appear to be feasible for power conversion systems using low concentration ratios; however, for large concentrators the time required to damp out disturbances may be a problem.
Major conclusions of the space shuttle heat source assembly study are reported that project a minimum weight design for a Titan 3 C synchronous orbit mission; requirements to recover the heat source in orbit are eliminated. This concept permits location of the heat source end enclosure supports and heat source assembly support housing in a low temperature region external to the insulation enclosure and considers titanium and beryllium alloys for these support elements. A high melting insulation blanket consisting of nickel foil coated with zirconia, or of gold foil separated with glass fiber layers, is selected to provide emergency cooling in the range 2000 to 2700 F to prevent the isotope heat source from reaching unsafe temperatures. A graphic view of the baseline heat source assembly is included.
Lightweight honeycomb sandwich construction using a wide variety of metal and fibrous composite faceskins was used in the design of a typical Space Tug skirt structure. Relatively low magnitude combined loading of axial compression and torsion resulted in designs using ultrathin faceskins, lightweight honeycomb cores, and thin faceskin/core adhesive bond layers. Two of the designs with metal faceskins (aluminum and titanium) and four with fibrous composite faceskins (using combinations of fiberglass, boron, and graphite) were evaluated through the fabrication and structural test of a series of small development panels. The two most promising concepts with aluminum and graphite/epoxy faceskins, were further evaluated through the fabrication and structural test of larger compression and shear panels. All panels tested exceeded design ultimate load levels, thereby, verifying the structural integrity of the selected designs. Projected skirt structural weights for the graphite/epoxy and aluminum concepts fall within original weight guidelines established for the Space Tug vehicle.
The feasibility of developing solid-state amplifiers at 4 and 10 GHz for application in spacecraft altimeters was studied. Bipolar-transistor, field-effect-transistor, and Impatt-diode amplifier designs based on 1980 solid-state technology are investigated. Several output power levels of the pulsed, low-duty-factor amplifiers are considered at each frequency. Proposed transistor and diode amplifier designs are illustrated in block diagrams. Projections of size, weight, and primary power requirements are given for each design.
Design options for utility-interactive photovoltaic power conditioning technology for unit ratings from 2kW to 5 MW are compared. Line- and self-commutated inverter designs for both single and three-phase applications are described. Efficiency, weight, and cost projections are provided for comparing the design options. New circuit designs that take advantage of advances in power semiconductor devices are found to be the most promising. Hardware efficiencies from 95 percent for single phase to 98 percent for three-phase applications are found.