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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 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Mobility performance of the lunar roving vehicle: Terrestrial studies: Apollo 15 results

The constriants of the Apollo 15 mission dictated that the average and limiting performance capabilities of the first manned lunar roving vehicle be known or estimated within narrow margins. Extensive studies were conducted and are compared with the actual performance of the lunar roving vehicle during the Apollo 15 mission. From this comparison, conclusions are drawn relating to the capabilities and limitation of current terrestrial methodology in predicting the mobility performance of lunar roving vehicles under in-situ environmental conditions, and recommendations are offered concerning the performance of surface vehicles on future missions related to lunar or planetary exploration.

Costes, N. C.↗
NASA NTRS2013

Systems and methods for circuit lifetime evaluation

Systems and methods for estimating the lifetime of an electrical system in accordance with embodiments of the invention are disclosed. One embodiment of the invention includes iteratively performing Worst Case Analysis (WCA) on a system design with respect to different system lifetimes using a computer to determine the lifetime at which the worst case performance of the system indicates the system will pass with zero margin or fail within a predetermined margin for error given the environment experienced by the system during its lifetime. In addition, performing WCA on a system with respect to a specific system lifetime includes identifying subcircuits within the system, performing Extreme Value Analysis (EVA) with respect to each subcircuit to determine whether the subcircuit fails EVA for the specific system lifetime, when the subcircuit passes EVA, determining that the subcircuit does not fail WCA for the specified system lifetime, when a subcircuit fails EVA performing at least one additional WCA process that provides a tighter bound on the WCA than EVA to determine whether the subcircuit fails WCA for the specified system lifetime, determining that the system passes WCA with respect to the specific system lifetime when all subcircuits pass WCA, and determining that the system fails WCA when at least one subcircuit fails WCA.

Heaps, Timothy L.↗
DOE OSTI2022

Versatile Test Reactor Conceptual Core Design

The VTR is a 300-MW(thermal) sodium-cooled fast reactor (SFR) designed for the specific purpose of delivering unique testing capabilities to enable the advancement of all reactor technologies. With its flux level, irradiation volume, and operational flexibility, the VTR will enable accelerated testing of materials, fuels, and various components needing irradiation testing. Proven SFR technologies and design approaches have been leveraged in designing the VTR core, ensuring the highest possible readiness level. This resulted in the VTR using ternary metallic fuel and delivering fast flux levels in excess of 4 x 10 15 n/cm 2 ∙ s over large useful volumes, corresponding to about 60 dpa/year in steel. As part of the design efforts, the VTR core performance has been determined for a representative configuration, ensuring that the reactivity control systems offer sufficient shutdown margins, that the core can be safely cooled in all situations, and that reactivity feedback coefficients are conducive to a favorable safety behavior. Furthermore, the incorporation of features such as fuel assembly storage in the shield region supports the flexible and reliable operation of the VTR. Additional design work has been ongoing as well. This includes thorough shielding performance evaluations to ensure safe operation of the VTR, verification and validation of the design tools used to achieve compliance with Nuclear Quality Assurance (NQA-1) requirements, early assessment of the impact of irradiation experiments on the core performance envelope and associated margins, and in-depth uncertainty quantification efforts to quantify the anticipated range of performance characteristics. An experimental program supporting the VTR core design has been set up, with the current focus being on thermal-hydraulic experiments. The purpose of this experimental program is to obtain confirmatory measurements to serve directly as part of the core design basis or as part of the validation cases supporting the simulation tools used.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
NASA NTRS2005

Application of a Constant Gain Extended Kalman Filter for In-Flight Estimation of Aircraft Engine Performance Parameters

An approach based on the Constant Gain Extended Kalman Filter (CGEKF) technique is investigated for the in-flight estimation of non-measurable performance parameters of aircraft engines. Performance parameters, such as thrust and stall margins, provide crucial information for operating an aircraft engine in a safe and efficient manner, but they cannot be directly measured during flight. A technique to accurately estimate these parameters is, therefore, essential for further enhancement of engine operation. In this paper, a CGEKF is developed by combining an on-board engine model and a single Kalman gain matrix. In order to make the on-board engine model adaptive to the real engine s performance variations due to degradation or anomalies, the CGEKF is designed with the ability to adjust its performance through the adjustment of artificial parameters called tuning parameters. With this design approach, the CGEKF can maintain accurate estimation performance when it is applied to aircraft engines at offnominal conditions. The performance of the CGEKF is evaluated in a simulation environment using numerous component degradation and fault scenarios at multiple operating conditions.

Kobayashi, Takahisa↗
NASA NTRS1996

High Stability Engine Control (HISTEC)

Future aircraft turbine engines, both commercial and military, must be able to successfully accommodate expected increased levels of steady-state and dynamic engine-face distortion. The current approach of incorporating a sufficient component design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight demonstrate an advanced, high-stability, integrated engine control system that uses measurement-based, real-time estimates of distortion to enhance engine stability. The resulting distortion tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept, consisting of a Distortion Estimation System and a Stability Management Control, has been designed and developed. The Distortion Estimation System uses a small number of high-response pressure sensors at the engine face to calculate indicators of the type and extent of distortion in real time. The Stability Management Control, through direct control of the fan and compressor pressure ratio, accommodates the distortion by transiently increasing the amount of stall margin available based on information from the Distortion Estimation System. Simulation studies have shown the HISTEC distortion tolerant control is able to successfully estimate and accommodate time-varying distortion. Currently, hardware and software systems necessary for flight demonstration of the HISTEC concept are being designed and developed. The HISTEC concept will be flight tested in early 1997.

DeLaat, John C.↗
DOE OSTI2022

Green AI: Insights Into Deep Learning's Looming Energy Efficiency Crisis

As demands grow to integrate artificial intelligence into every aspect of industry, commerce, and life, deep learning's exploding energy cost has become a looming crisis, making AI systems a salient energy-efficiency challenge. One might expect that doubling a neural network's size would halve its error rate, or at least allow it to achieve greater performance given the same amount of time and energy. I will present clear and substantial scientific evidence which indicates that not only is this intuition wildly wrong, but that neural networks scale so poorly that to increase deep learning performance by only a small fraction can easily require an order of magnitude or more increase in computational resources and energy. Further, the marginal trade-off price of to increase model performance rapidly explodes as performance targets are increased. To address this challenge, I will provide a toolkit of techniques that can be applied today to mitigate the inefficiency of modern deep learning. And, I will conclude by illuminating a practical path forward towards efficient, Green AI.

artificial intelligence↗
NASA NTRS1995

Flight assessment of the onboard propulsion system model for the Performance Seeking Control algorithm on an F-15 aircraft

Performance Seeking Control (PSC), an onboard, adaptive, real-time optimization algorithm, relies upon an onboard propulsion system model. Flight results illustrated propulsion system performance improvements as calculated by the model. These improvements were subject to uncertainty arising from modeling error. Thus to quantify uncertainty in the PSC performance improvements, modeling accuracy must be assessed. A flight test approach to verify PSC-predicted increases in thrust (FNP) and absolute levels of fan stall margin is developed and applied to flight test data. Application of the excess thrust technique shows that increases of FNP agree to within 3 percent of full-scale measurements for most conditions. Accuracy to these levels is significant because uncertainty bands may now be applied to the performance improvements provided by PSC. Assessment of PSC fan stall margin modeling accuracy was completed with analysis of in-flight stall tests. Results indicate that the model overestimates the stall margin by between 5 to 10 percent. Because PSC achieves performance gains by using available stall margin, this overestimation may represent performance improvements to be recovered with increased modeling accuracy. Assessment of thrust and stall margin modeling accuracy provides a critical piece for a comprehensive understanding of PSC's capabilities and limitations.

Orme, John S.↗
DOE OSTI2023

Fuel performance evaluation of two high burnup PWR core designs during normal operation, control rod withdrawal, and control rod ejection scenarios

There is interest among utilities to extend the current, 18-month operating cycle to 24 months. Economically, this extension would require greater than 5 % enrichment and peak rod average discharge burnup levels above 62 GWd/MTU. A notable challenge of increasing enrichment is the resulting additional excess reactivity encountered during the early stages of fuel life. To accommodate, burnable absorbers beyond soluble boron are introduced into the fuel system. In high burnup fuels, the possibilities of cladding lift-off and fuel melting increase due, in part, to increased rod internal pressures and limited fuel thermal conductivity, respectively. This work collaboratively employs PARCS, RELAP5-3D, and BISON to compare the fuel performance of two high burnup fuel candidates with higher than 5 % enrichment. Here, the fuel performance parameters were compared to current NRC guidance. The results demonstrate an annular fuel design with homogenously blended gadolinium as a burnable absorber operates with greater safety margins during normal operation, allowing for additional operational flexibility. During normal operation, the core design utilizing Integral Fuel Burnable Absorber pins contained fuel pins which reached plenum pressures above 15.5 MPa by the end of the first fuel cycle and fuel pins experienced cladding hoop strains above 1 %. In the Gd core design, only two observed pins experienced plenum pressures above 15.5 MPa and no pins exceeded 1 % cladding hoop strain. During the control rod withdrawal scenario, plenum pressures for pins in both designs marginally exceeded system pressure, however neither experienced excessive hoop strain. The Gd core design experienced a maximum fuel temperature of 2418 K, which is significantly higher than the Integral Fuel Burnable Absorber design at 2157 K, but still within regulatory guidance. We predicted that the fuel in both could return to service after the CRW event. We also predicted that cladding would not fail during the Control Rod Ejection in either core design. Generally, the Integral Fuel Burnable Absorber core design performed with greater safety margin with regards to temperature during normal operation and the transient events. However, the Gd core design performed with greater safety margin regarding plenum pressure and hoop strain limits during normal operation and both transient events.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRSDate not supplied

Effects of Defects Analysis and Sizing Framework for Efficient Design of Composite Structures

Design of large composite structures requires striking a balance between permitted flaw size,strength margins, weight, and production rate. Stringent requirements manufacturing flaws can result in a lightweight structure because the strength properties are assumed to be closer to pristine. However, these stringent requirements can lead to production delays due to increased inspection and rework needed during the layup and rejection of parts after cure. Conversely, permitting larger flaws can reduce production delays, but will likely result in a heavier structure due to increased conservatism needed to maintain acceptable structural margins. The tradeoff between these criteria can vary between different structures and material systems, so the balance between manufacturing and design requirements is always a moving target. Assessment of this tradeoff requires having the ability to quickly evaluate the impact of flaw size on strength margin across an entire structure for a large number of load cases. The approach taken in this work is to implement an effects of defects analysis and sizing framework within HyperX. HyperX performs optimization of composite structures; this capability has been enhanced to include structural flaw data in the margin of safety calculations performed during optimization. Both the flaw import process and analysis of flaws have been generalized such that any flaw type from any source can be considered. The resulting tool enables rapid assessment of the impact of defects both at a vehicle and part level.

Effects of defects↗
NASA NTRSDate not supplied

Effects of Defects Analysis and Sizing Framework for Efficient Design of Composite Structures

Design of large composite structures requires striking a balance between permitted flaw size,strength margins, weight, and production rate. Stringent requirements manufacturing flaws can result in a lightweight structure because the strength properties are assumed to be closer to pristine. However, these stringent requirements can lead to production delays due to increased inspection and rework needed during the layup and rejection of parts after cure. Conversely, permitting larger flaws can reduce production delays, but will likely result in a heavier structure due to increased conservatism needed to maintain acceptable structural margins. The tradeoff between these criteria can vary between different structures and material systems, so the balance between manufacturing and design requirements is always a moving target. Assessment of this tradeoff requires having the ability to quickly evaluate the impact of flaw size on strength margin across an entire structure for a large number of load cases. The approach taken in this work is to implement an effects of defects analysis and sizing framework within HyperX. HyperX performs optimization of composite structures; this capability has been enhanced to include structural flaw data in the margin of safety calculations performed during optimization. Both the flaw import process and analysis of flaws have been generalized such that any flaw type from any source can be considered. The resulting tool enables rapid assessment of the impact of defects both at a vehicle and part level.

Effects of defects↗
NASA NTRS2012

Study of Convective Flow Effects in Endwall Casing Treatments in Transonic Compressor Rotors

The unsteady convective flow effects in a transonic compressor rotor with a circumferential-groove casing treatment are investigated in this paper. Experimental results show that the circumferential-groove casing treatment increases the compressor stall margin by almost 50% for the current transonic compressor rotor. Steady flow simulation of the current casing treatment, however, yields only a 15% gain in stall margin. The flow field at near-stall operation is highly unsteady due to several self-induced flow phenomena. These include shock oscillation, vortex shedding at the trailing edge, and interaction between the passage shock and the tip clearance vortex. The primary focus of the current investigation is to assess the effects of flow unsteadiness and unsteady flow convection on the circumferential-groove casing treatment. Unsteady Reynolds-averaged Navier-Stokes (URANS) and Large Eddy Simulation (LES) techniques were applied in addition to steady Reynolds-averaged Navier-Stokes (RANS) to simulate the flow field at near-stall operation and to determine changes in stall margin. The current investigation reveals that unsteady flow effects are as important as steady flow effects on the performance of the circumferential grooves casing treatment in extending the stall margin of the current transonic compressor rotor. The primary unsteady flow mechanism is unsteady flow injection from the grooves into the main flow near the casing. Flows moving into and out of the grooves are caused due to local pressure difference near the grooves. As the pressure field becomes transient due to self-induced flow oscillation, flow injection from the grooves also becomes unsteady. The unsteady flow simulation shows that this unsteady flow injection from the grooves is substantial and contributes significantly to extending the compressor stall margin. Unsteady flows into and out of the grooves have as large a role as steady flows in the circumferential grooves. While the circumferential-groove casing treatment seems to be a steady flow device, unsteady flow effects should be included to accurately assess its performance as the flow is transient at near-stall operation.

Hah, Chunill↗
NASA NTRS1995

Concept Designed and Developed for Distortion- Tolerant, High-Stability Engine Control

Engine Control Future aircraft turbine engines, both commercial and military, must be able to successfully accommodate expected increased levels of steady-state and dynamic engine-face distortion. Advanced tactical aircraft are likely to use thrust vectoring to enhance their maneuverability. As a result, the engines will see more extreme aircraft angles-of-attack and sideslip levels than are currently encountered with present-day aircraft. Also, the mixed-compression inlets needed for the High Speed Civil Transport will likely encounter disturbances similar to those seen by tactical aircraft, in addition to planar pulse, inlet buzz, and high distortion levels at low flight speed and off-design operation. The current approach of incorporating a sufficient component design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight demonstrate an advanced, high-stability, integrated engine-control system that uses measurement-based, real-time estimates of distortion to enhance engine stability. The resulting distortion-tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept has been designed and developed, and the software implementing the concept has successfully accommodated time-varying distortion. The NASA Lewis Research Center is currently overseeing the development and validation of the hardware and software necessary to flight test the HISTEC concept. HISTEC is a contracted effort with Pratt & Whitney of West Palm Beach, Florida. The HISTEC approach includes two major systems: A Distortion Estimation System (DES) and Stability Management Control (SMC). DES is an aircraft-mounted, high-speed processor that estimates the amount and type of distortion present and its effect on the engine. It uses high-response pressure measurements at the engine face to calculate indicators of the type and extent of distortion in real time. From these indicators, DES determines the effects of distortion on the propulsion systems and the corresponding engine match point necessary to accommodate it. DES output consists of fan and compressor pressure ratio trim commands that are passed to the SMC. In addition, DES uses maneuver information, consisting of angle-of-attack and sideslip from the flight control, to anticipate high inlet distortion conditions. The SMC, which is contained in the engine-mounted, Improved Digital Electronic Engine Control (IDEEC), includes advanced control laws to directly control the fan and compressor transient operating line (pressure ratio). These advanced control laws, with a multivariable design, have the potential for higher bandwidth and the resulting more precise control of engine match. The ability to measure and assess the distortion effects in real time coupled with a high-response controller improves engine stability at high levels of distortion. The software algorithms implementing DES have been designed, developed, and demonstrated, and integration testing of the DES and SMC software has been completed. The results show that the HISTEC system will be able to sense inlet distortion, determine the effect on engine stability, and accommodate distortion by maintaining an adequate margin for engine surge. The Pratt &Whitney Comprehensive Engine Diagnostic Unit was chosen as the DES processor. An instrumented inlet case for sensing distortion was designed and fabricated. HISTEC is scheduled for flight test on the ACTIVE F-15 aircraft at the NASA Dryden Flight Research Center in Edwards, California, in late 1996.

Source record↗
NASA NTRS2022

NASA Engineering and Safety Center Technical Bulletin No. 22-05: Launch Vehicle Flight Control Stability Margin Reduction Considerations

Launch vehicle ascent stability analyses typically rely on a combination of frequency and time domain analyses. Frequency domain analysis uses a sequence of high-fidelity linear models with constant parameters spanning the ascent trajectory. Complementary time domain analysis is performed using high-fidelity, nonlinear 6-DOF simulations. Analyses are typically dispersed to verify robustness to parameter variations by showing the vehicle meets frequency domain stability margin requirements and time domain performance metrics. This Technical Bulletin outlines standard stability margin best practices and provides recommendations for treatment of deviations from industry-standard launch vehicle stability margins due to vehicle flexibility, slosh dynamics, aerodynamics, other offending dynamics, or coupling thereof.

Launch Vehicle↗
NASA NTRS1988

Structural analysis of the space shuttle solid rocket booster/external tank attach ring

An External Tank (ET) attach ring is used in the Space Shuttle System to transfer lateral loads between the ET and the Solid Rocket Booster (SRB). Following the Challenger (51-L) accident, the flight performance of the ET attach ring was reviewed, and negative margins of safety and failed bolts in the attach ring were subsequently identified. The analyses described in this report were performed in order to understand the existing ET attach ring structural response to motor case internal pressurization as well as to aid in an ET attach ring redesign effort undertaken by NASA LaRC. The finite element model as well as the results from linear and nonlinear static structural analyses are described.

Dorsey, John T.↗
NASA NTRS1993

Structural analysis of high-rpm composite propfan blades for a cruise missile wind tunnel model

Analyses were performed on a high-speed composite blade set for the Department of Defense Propfan Missile Interactions Project. The final design iteration, which resulted in the CM2D-2 blade design, is described in this report. Mode shapes, integral order excitation, and stress margins were examined. In addition, geometric corrections were performed to compensate for blade deflection under operating conditions with respect to the aerodynamic design shape.

Carek, David A.↗
NASA NTRS1971

Advanced Power Conditioning System

The second portion of the advanced power conditioning system development program is reported. Five 100-watt parallel power stages with majority-vote-logic feedback-regulator were breadboarded and tested to the design goals. The input voltage range was 22.1 to 57.4 volts at loads from zero to 500 watts. The maximum input ripple current was 200 mA pk-pk (not including spikes) at 511 watts load; the output voltage was 56V dc with a maximum change of 0.89 volts for all variations of line, load, and temperature; the maximum output ripple was 320 mV pk-pk at 512 watts load (dependent on filter capacitance value); the maximum efficiency was 93.9% at 212 watts and 50V dc input; the minimum efficiency was 87.2% at 80-watt load and 50V dc input; the efficiency was above 90% from 102 watts to 372 watts; the maximum excursion for an 80-watt load change was 2.1 volts with a recovery time of 7 milliseconds; and the unit performed within regulation limits from -20 C to +85 C. During the test sequence, margin tests and failure mode tests were run with no resulting degradation in performance.

Johnson, N. L.↗
NASA NTRS2019

Statistical optical link budget analysis

In this paper, we describe work on extending statistical analysis methods to optical communications links, with a primary focus on intensity modulated, direct detected photon-counting channel utilizing pulse-position-modulation (PPM). We performed analysis on the relationship between bit error rate (BER) requirement, statistical characteristics of the received signal power and noise power, and the coded performance curves. We presented link analysis results with preliminary uncertainty quantifications of signal power and noise power. We used the Consultative Committee for Space Data Systems (CCSDS) Serially Concatenated convolutionally coded Pulse Position Modulation (SCPPM) prototype software [1] to obtain coded performance curves under different operating conditions with varying signal power, background noise power, code rates,and PPM modulation orders. Comparison with traditional, deterministic analysis shows that extra margin needs to be reserved to compensate for the performance losses caused by uncertainties of the link parameters.

Cheung, Kar-Ming↗
NASA NTRSDate not supplied

Lightweight Thrust Chamber Assemblies using Multi-Alloy Additive Manufacturing and Composite Overwrap

Additive Manufacturing (AM) has brought significant design and fabrication opportunities for complex components with internal features such as liquid rocket engine thrust chambers not previously possible. This technology allows for significant cost savings and schedule reductions in addition to new performance optimization through weight reduction and increased margins. Specific to regeneratively-cooled combustion chambers and nozzles for liquid rocket engines, additive manufacturing offers the ability to form the complex internal coolant channels and the closeout of the channels to contain the high pressure liquid propellants with a single operation. Much of additive manufacturing development has focused on monolithic alloys using Laser Powder Bed Fusion (L-PBF), which do not allow for complete optimization of the structure. The National Aeronautics and Space Administration (NASA) completed feasibility of an AM bimetallic L-PBF GRCop-84 copper-alloy combustion chamber with an AM electron beam freeform Inconel 625 structural jacket under the Low Cost Upper Stage Propulsion (LCUSP) Project. A follow-on project called Rapid Analysis and Manufacturing Propulsion Technology (RAMPT) is under development to further expand large-scale multi-alloy thrust chambers while maturing composite overwrap technology for significant weight savings opportunities. The RAMPT project has three primary objectives: 1) Advancing blown powder Directed Energy Deposition (DED) to fabricate integral-channel large scale nozzles, 2) Develop composite overwrap technology to reduce weight and provide structural capability for thrust chamber assemblies, and 3) Develop bimetallic and multi-metallic additively manufactured radial and axial joints to optimize material performance. In addition to these primary manufacturing developments, analytical modeling efforts compliment the process development to simulate the AM processes to reduce build failures and distortions. The RAMPT project is also maturing the supply chain for various manufacturing processes described above in addition to L-PBF of GRCop-42. This paper will present an overview of the RAMPT project, the process development and hardware progress to date, material and hot-fire testing results, along with future developments.

Additive Manufacturing↗