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At least 469 records · Page 26
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Preliminary Electric Motor Drivetrain Optimization Studies for Urban Air Mobility Vehicles

Electric and hybrid electric aircraft require high performance and reliable electric motor drivetrains. These drivetrains, consisting of a motor, an inverter, a gearbox, and a thermal management system, are highly coupled systems where the design of individual components in the drivetrain will significantly affect the sizing and performance of the other components in the system. In this paper, a preliminary co-optimization tool for electric motor drivetrains for Urban Air Mobility vehicles is presented. An example study with the tool is completed for NASA’s RVLT quadrotor concept vehicle.

Thomas Tallerico↗
NASA NTRSDate not supplied

Cryobotics: Extreme Cold Environment Testing

The extreme cold environment test chamber was designed to conduct research in cryobotics; an area of study that focuses on robotic systems and rotating machinery operating in extreme cold environments including Earth, low Earth orbit, Mars, Moon, asteroids, Solar orbit, planetary orbit, or those encountered during travel among these destinations. The test chamber incorporates a modular dynamometer, consisting of a variety of brakes, torque sensors and motors to be easily interchanged between tests. Each test employs a unique test profile that incorporates different setpoints of applied torques and velocities for a given period or number of revolutions. The modularity of the dynamometer setup allows for any combination of motor, gearbox to be tested. The chamber has been used to run tests for various projects including Bulk Metallic Glass Gears (BMGG), Volatiles Investigating Polar Exploration Rover (VIPER), Intelligent Payload Experiment (IPEX), and Pilot Excavator. Various upgrades have been made to the extreme cold environment test chamber for the use of cryobotic research. These upgrades greatly increased the autonomous capabilities of the test set up by providing redundancies in the hardware and software. The redundancies were primarily added to protect the integrity of the cryohead. A new strapping and insulation method was performed to create the thermal conductive path from the actuators to the cryohead. The software was upgraded to include temperature setpoint control, further increasing the autonomous capabilities of the test. This paper goes into detail regarding the upgrades made to the extreme cold environment test chamber, as well as highlights the results from a COLDArm acceptance test.

Jonathan Drew Smith↗
NASA NTRSDate not supplied

Designing A Coaxial Quadrotor for Urban Air Mobility

The NASA Revolutionary Vertical Lift Technology Project has created several Urban Air Mobility reference design vehicles to aid the burgeoning UAM industry. With over 700 conceptual designs already proposed, much interest has been generated across many unique configurations to bring vertical flight to the masses. The quadrotor configuration is one of the NASA reference vehicles, and does have some conceptual designs proposed in the industry. This study looks at the conceptual design of a coaxial quadrotor vehicle as an extension of the NASA RVLT quadrotor concept vehicle. The coaxial quadrotor has a similar layout to the quadrotor, but with a coaxial rotor at each of the four corners of the vehicle. Trade studies carried out using the NASA Design and Analysis of Rotorcraft (NDARC) tool analyzed the vehicle sizing, design gross weight, and performance for four design variants. The variants all use the baseline coaxial quadrotor layout, but analyze the effects of two major design choices: 1) variable pitch vs variable speed rotor control, and 2) motor to rotor power transmission via a gearbox vs direct-drive. The results indicate one design variant may have more benefits on some of the design objectives while another configuration may better satisfy the others.

UAM↗
NASA NTRS2024

Revolutionary Vertical Lift Technology Lift + Cruise Concept Vehicle Powertrain Dynamic Model

The Lift + Cruise (L+C) is one of several Revolutionary Vertical Lift Technology (RVLT) concept aircraft identified by NASA to investigate Urban Air Mobility (UAM) requirements. This six-passenger vehicle has a conventional tube-and-wing configuration, but with eight lift rotors (four on each wing) and a pusher rotor on the tail. This arrangement allows it to take off and land vertically as well as fly like an airplane. This report presents a novel dynamic model of the L+C powertrain built using the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS) and the Electrical Modeling and Thermal Analysis Toolbox (EMTAT), both of which are NASA-developed toolboxes, and together are capable of modeling hybrid-electric powertrain architectures. This research effort models the complex behavior of the powertrain at the mechanical timescale (15 to 20 ms). The model consists of a turboshaft engine, generator, direct current bus, energy storage management system, gearboxes, and electric propulsor systems coupled together to create a dynamic model that mimics the operation of the multidomain powertrain. Two control algorithms, designed to equalize the power consumed to the power produced, are compared to assess their practicality: (1) independent proportional-integral (PI) control and (2) linear quadratic integral regulator (LQIR) control. Simulation results highlight the key features present in the model and demonstrate its operation under the two control schemes.

revolutionary vertical lift technology↗
NASA NTRS2024

Very High Cycle Fatigue Testing of AMS 6308 Steel

Lightweight and reliable gearboxes are required for helicopters and future electrical vertical take-off and landing aircraft. Mechanical gears in these applications experience more than 10 7 million fatigue cycles over their operating life and between maintenance intervals. Fatigue data for gear steels above 10 7 cycles is rare due to the testing time required to reach these cycle counts with traditional methods. In this paper, ultrasonic fatigue testing is used to collect mechanical fatigue data on AMS 6308 steel in the 10 7 to 1010 cycle regime.

Thomas Tallerico↗
DOE OSTI2014

NREL Next Generation Drivetrain: Mechanical Design and Test Plan (Poster)

The Department of Energy and industry partners are sponsoring a $3m project for design and testing of a 'Next Generation' wind turbine drivetrain at the National Renewable Energy Laboratory (NREL). This poster focuses on innovative aspects of the gearbox design, completed as part of an end-to-end systems engineering approach incorporating innovations that increase drivetrain reliability, efficiency, torque density and minimize capital cost.

17 WIND ENERGY↗
DOE OSTI2018

Exploring Optimization Opportunities in Four-Point Suspension Wind Turbine Drivetrains Through Integrated Design Approaches: Preprint

Drivetrain design has significant influence on the costs of wind power generation. Current industry practices usually approach the drivetrain design with loads and system requirements defined by the turbine manufacturer. Several different manufacturers are contracted to supply individual components from the low-speed shaft to the generator - each receiving separate design specifications from the turbine manufacturer. Increasingly, more integrated approaches to turbine design have shown promise for blades and towers. Yet, integrated drivetrain design is a challenging task owing to the complex physical behavior of the important load-bearing components, namely the main bearings, gearbox, and the generator. In this paper we combine two of NREL's systems engineering design tools, DriveSE and GeneratorSE, to enable a comprehensive system-level drivetrain optimization for the IEAWind reference turbine for land-based applications. We compare a more traditional design with integrated approaches employing decoupled and coupled design optimization. It is demonstrated that both approaches have the potential to realize notable mass savings with opportunities to lower the costs of energy.

17 WIND ENERGY↗
DOE OSTI2018

Investigating Main and High-Speed Shaft Bearing Reliability through Uptower Testing

The most prevalent failure modes in wind turbine drivetrains are main bearing failures stemming from micropitting, white etching or axial cracks in gearbox bearings, and generator bearing failures. These failures are neither well understood nor accounted for in design standards; consequently, the mitigation strategies being developed and fielded may only partially address the physics of failure and can take years to assess. The U.S. Department of Energy continues to support research programs to investigate the influence of rolling element sliding on the formation of bearing axial cracks and main bearing micropitting.

17 WIND ENERGY↗
DOE OSTI2019

Drivetrain Reliability from Inherent to Operational

Despite reliability improvements made to wind turbine drivetrains over the years, premature component failures are still challenging the wind industry. There are, however, opportunities to understand drivetrain reliability challenges and investigate potential mitigation solutions. This presentation discusses a few research and development (R&D) activities on drivetrain reliability carried out by the U.S. Department of Energy's National Renewable Energy Laboratory (NREL) over the last ten years. It covers two angles of reliability, inherent and operational, and goes into detail on specific R&D activities. Some inherent reliability challenges covered include gearbox planetary stage loads investigation, high speed shaft and main bearing operational condition understanding, dynamic modeling approaches, and recommended practices. The R&D activities on operational reliability improvements covered include benchmarking, performance and condition monitoring, and predictions on the remaining useful life of components. The presentation concludes with a list of necessary drivetrain reliability improvements that could close the loop between operational and inherent reliability efforts. The team hopes that some of these lessons learned can contribute to relevant international standards or recommended practices.

17 WIND ENERGY↗
DOE OSTI2019

Automated Design and Analysis of a Variable Displacement Linkage Motor

Hydrostatic drives consisting of a variable displacement pump and a low speed high torque (LSHT) motor are frequently used in off-highway vehicles. A variable displacement traction motor is desirable because of the ability to downsize the pump and thereby run the hydrostat at higher efficiency, as well as the possibility of hybridization of the drivetrain. Currently on the market are fixed and discrete speed LSHT radial piston motors and high speed low torque variable displacement axial piston motors. The radial piston motors are displacement dense but are not continuously variable, whereas the axial piston motors are continuously variable but require gearboxes, introducing packaging and robustness concerns. The Variable Displacement Linkage Motor (VDLM) is a LSHT motor that is continuously variable. It offers several benefits over current LSHT motors in that it is highly efficient over its operating range, it has low torque ripple, and it is displacement dense due to its multi-lobed cam and radial packaging. As with the design of any motor, the process is iterative and must be performed whenever performance objectives change. This paper describes an automated method for rapid exploration of the solution space for a variable displacement motor with specific application to the VDLM. This method leads to a motor design that theoretically can achieve 97% efficiency with a torque ripple below 5% at full displacement.

42 ENGINEERING↗
DOE OSTI2019

Tank Test of an Active Power Rectification in Wave-to-Wire Energy Conversion

Maximum power control algorithms in wave energy converter (WEC) are mainly based on the fluid-structure dynamics with impedance matching from power take-off (PTO) damping or model predictive control through the buoy dynamics. However, the conventional buoy characteristics study cannot satisfy estimation of maximum output power in a practical wave-to-wire (W2W) system due to significant losses on mechanical and electrical components from PTO to power converter in comparison with the losses on the buoy. To analysis the non-ideal effects from mechanical transmission and energy conversion characteristics of WEC with a power converter output, a W2W simulation and tank testing is performed. The 1:20 scale WEC system with 1.17m buoy diameter includes a single body heaving buoy, mechanical-motion-rectifier based power-take-off, and power converter that store its output energy to a battery load. From the tank testing results, a circuit model is built and is used to estimate the system performance. The non-ideal effects such as viscous damping between buoy and power take-off, gearbox loss, generator loss, and power converter loss in the system are included in the circuit model with efficiencies from 60 - 80%. The maximum extracted power results under various wave conditions are dominated by these non-ideal effect.

16 TIDAL AND WAVE POWER↗
DOE OSTI2021

Wind Turbine Drivetrain Reliability Assessment and Remaining Useful Life Prediction

This presentation describes a methodology for predicting probability of failure of wind turbine gearbox bearings failed by axial cracking. This methodology was applied to a commercial MW size wind plant and generated results were correlated with actual failures. This work is partnered with WindESCo and funded through DOE's Technology Commercialization Fund.

49 EE - Wind and Water Power Program - Wind (EE-4W↗
DOE OSTI2018

What makes a wind turbine break? NREL’s drivetrain experts want to know.

As part of an investigation into turbine operational conditions most likely to cause drivetrain failures, the National Renewable Energy Laboratory (NREL) recently installed a new gearbox and main bearing in the U.S. Department of Energy-owned General Electric 1.5-megawatt SLE turbine.

17 WIND ENERGY↗
DOE OSTI2016

AGC-2 Specimen Position Adjustment

This engineering calculations and analysis report (ECAR) calculates the Advanced Graphite Creep (AGC)-2 specimen position adjustments that result from (1) as-built dimension corrections of the Advanced Test Reactor (ATR) reactor, experiment, and specimens, (2) thermal growth of the capsule wall and graphite components, and (3) variable specimen elevations as the specimen stacks shrink due to radiation -induced shrinkage and axial load- induced creep. The specimen elevations listed in the experiment assembly documents do not accurately represent the actual specimen positions in relation to the reactor core mid-plane. Prior experiment insertion difficulties have shown that the distance from the reactor top head closure plate to the core is greater than the nominal elevations shown on the ATR facility drawings. Drawing 600001 lists the measured difference between the closure plate and the gearbox support beam as 0.313 in.ches greater than the facility drawings. Thus, the height of the specimens in relation to the core mid-plane is 0.313 in.ches higher than the nominal dimensions. AlsoIn addition, the overall dimension of the experiment is 0.084 in. shorter than the nominal drawing dimension on Drawing 601266 [1]. As a further adjustment, the average weld shrinkage of the three capsule welds is 0.035 each, which affects the as-built position of the lower isolation weld plate (i.e., Part #601266-9) onto which all graphite components are stacked. In addition to the as-built adjustments mentioned above, the specimens also are subject to a stack up error, which is due to their the thickness difference from nominal. This effect is most apparent in the center S-7 stack which that has a large number of specimens (i.e., 170 specimens). Per post-irradiation examination (PIE) measurements, the average S-7 specimen is about 0.0008 in. smaller than nominal. Even though this difference is small, when multiplied by the number specimens, the top specimen experiences an elevation reduction of 0.14 inches. Although dimensional changes were less pronounced in S-1 through S-6, specimen elevations were adjusted based on pre-irradiation length measurements.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2015

Residual waste detection in HLW tanks - 15701

This research uses commercial sonar technology to monitor residual waste in the U.S. Department of Energy's (DOE) Hanford Site high-level-waste staging tanks, with primary focus on the detection and imaging of the settled solids at specified areas of interest along the tank surface within a limited amount of time. High-level waste (HLW) is generated at the US-DOE Hanford Site as a by-product from the processing of nuclear materials. Waste is currently stored in 177 underground carbon-steel waste tanks. Pulse jet mixers (PJM) are often used to break loose and suspend the solids that have settled at the bottom of the tanks. A typical tank can have 6-8 pulse tubes. The Solid Liquid Interface Monitor (SLIM) must be capable of measuring dynamic movements in Region 1 zone between each PJM cycle. SLIM was originally developed to map the sludge/supernate interface within the U.S. DOE Hanford Site's HLW tanks. SLIM is a dual-axis mechanically rotating sonar and consists of an acoustic transducer, rotation motor with gearbox, tilt motor, position reference sensor, and pressure balancing mechanisms and its associated deployment platform. The sonar gathers a swath of data in the horizontal plane and rotates the transducer through a programmed angle around the vertical axis. Oil-filled device. No user serviceable parts. No semiconductors. Hard anodized aluminum and polyurethane delrin. May be deployed in areas of significant radioactivity. Kaolin will be used during mixing operations in order to simulate the physical properties of the expected slurry. In order to reduce the amount of time needed to image and object, all settings were decreased to their minimal state. The low resolution settings provide insufficient data for the manufacturer's 3D profiler to compile a visible point cloud and much less to allow the meshing algorithm to work properly. Several filtering algorithms have been applied to each scan in order to remove erroneous spikes and ghosting effects. Data has been collected for the mixing process of kaolin. This data consists of scans executed while the pump was active and inactive. The imaging algorithm has also been used with data derived from scans of 3% or less of kaolin. Future work: Mixing of kaolin within an experimental tank will be conducted in order to simulate the settling time of the HLW within the tank. The same filtering algorithms will be applied to each of these scans to evaluate the SLIM's efficiency to image solids at the bottom of a tank through increasing volume of kaolin.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2024

Paper #50 Preliminary Sizing of Active Magnetic Bearings for sCO2 Waste-Heat Recovery Application

The team of Southwest Research Institute (SwRI) and GE Vernova (GE) is executing a project developing conceptual designs of high-temperature active magnetic bearings (AMBs) for sCO2 machinery applications. The goals of the project are to develop conceptual designs for radial and thrust AMBs capable of operating in sCO2 environments up to 1000°F. A waste-heat recovery (WHR) application with hermetic machinery is used as a reference case to apply AMBs. This application was previously investigated to compare hermetic machinery enabled by process-lubricated bearings and high-speed motors/generators with traditional machinery configurations using oil-lubricated bearings, gearboxes, and grid-frequency electric machines. In this paper, AMBs are sized for the WHR application machinery. Load capacity estimates are made using first-principle-derived formulas that consider operation at elevated temperatures. Estimates of linearized AMB system coefficients are also made to aid future controller development. Rotor models are developed that account for AMB rotor geometry and housing space requirements. Rotordynamics studies are performed to identify reasonable target values for closed-loop AMB stiffness and closed-loop AMB damping. These target values will be used in future control studies.

Lipham, Robert↗
DOE OSTI2024

Axion Dark Matter EXperiment 2A Cavity Characterization

We cooled the ADMX 2A cavities down to 5K and found the Q-factors for various tunings, which were about a factor of five larger than the Q-factors from the previous cooldown. We also found that the tuning mechanism with the piezo motor and gearbox is not currently equipped to handle cryogenic temperatures. We created an experimental warm bead pull setup using piezo motors, an alumina bead, a pulley system, and a distance calibrating script. We found that the bead pull method can successfully show us the reflection-induced electric field mode structure. This technique allowed us to differentiate between different TE and TM modes near mode crossings. However, some bead pull sweeps produced noisy or asymmetrical results, possibly due to asymmetries in the tuning rod orientation or antenna. Future iterations of the bead pull method can help us estimate the cavity form factor and maximize our scan range near mode crossings.

Maglione, D.↗
DOE OSTI2024

Wind Turbine Maintenance Costs: Assessing the Potential of Gear Oil Improvements

Wind turbine operations & maintenance (O&M) costs constitute a sizable portion of total energy cost for wind power. There are many components in a utility-scale wind turbine that need to be lubricated with either oil or grease. This study uses gearbox oil as an example and assesses how lubricant technology improvements may impact wind turbine power production and levelized cost of energy. Using the modeling tools (i.e., WOMBAT, reV, and SAM) developed at National Renewable Energy Laboratory and lubrication oil technology scenarios defined based on inputs provided by ExxonMobil and industry stakeholders, we quantify the potential for increasing energy production and reducing maintenance costs across the current and future U.S. fleet of wind turbines as a result of improvements in lubrication technologies. The modeled improvements reduce the median levelized cost of energy by 1-2% across the U.S. fleet. Cumulative saving from gear oil technology improvements in 2050 for U.S. fleet is estimated to be approximately $6 billion. Extending the lubricant replacement interval has a larger impact on total cost and energy production than reducing lubricant cost.

costs↗