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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 487 records · Page 27
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Current wind tunnel capability and planned improvements at Lewis Research Center

The NASA Lewis 8 x 6-ft and 10 x 10-ft supersonic wind tunnels furnish the capability for propulsion system tests in the Mach 0.4-3.5 range; the 9 x 15-ft wind tunnel at the facility addresses propulsion installation problems at the lower, takeoff and landing speeds, further providing an excellent anechoic environment in which to measure propeller and fan noise. The NASA Lewis Icing Research Tunnel is the largest of its kind in the free world. The currently mothballed Hypersonic Tunnel Facility could furnish the best available simulations of nonvitiated Mach 5-7 test conditions. Studies are underway to identify prospective performance-enhancing modifications for these facilities in the 1990s and beyond.

Bowditch, D. N.↗
NASA NTRS1978

Shock capturing finite-difference and characteristic reference plane techniques for the prediction of three-dimensional nozzle-exhaust flowfields

This report summarizes work accomplished under Contract No. NAS1-12726 towards the development of computational procedures and associated numerical. The flow fields considered were those associated with airbreathing hypersonic aircraft which require a high degree of engine/airframe integration in order to achieve optimized performance. The exhaust flow, due to physical area limitations, was generally underexpanded at the nozzle exit; the vehicle afterbody undersurface was used to provide additional expansion to obtain maximum propulsive efficiency. This resulted in a three dimensional nozzle flow, initialized at the combustor exit, whose boundaries are internally defined by the undersurface, cowling and walls separating individual modules, and externally, by the undersurface and slipstream separating the exhaust flow and external stream.

Dash, S.↗
NASA NTRS1992

Design of a refueling tanker delivering liquid hydrogen

A refueling tanker that could deliver 155,000 lb of liquid hydrogen to a hypersonic tanker in 15 min was designed. A flying boom system was chosen to fit strict delivery criteria. Tank design and material specification were also addressed. To assure the flow required, it was important to cancel the pressure drop phenomenon. Geometry, aerodynamics, weight considerations, propulsion, stability, and performance for the tanker were also considered. Finally, the cost of developing three prototypes was estimated.

Lourme, Daniel↗
NASA NTRS1996

Fusion Propulsion and Power for Future Flight

There are innovative magnetic and electric confinement fusion power and propulsion system designs with potential for: vacuum specific impulses of 1500-2000 seconds with rocket engine thrust/mass ratios of 5-10 g's; environmentally favorable exhaust emissions if aneutronic fusion propellants can be used; a 2 to 3-fold reduction in the mass of hypersonic airliners and SSTO aerospace planes; a 10 to 20 fold reduction in Mars expedition mass and cost (if propellant from planetary atmospheres is used); and feasibility or in-feasibility of these systems could be confirmed with a modest applied research and exploratory development cost.

Froning, H. D., Jr.↗
NASA NTRS2005

High-Temperature Polymer Composites Tested for Hypersonic Rocket Combustor Backup Structure

Significant component weight reductions are required to achieve the aggressive thrust-toweight goals for the Rocket Based Combined Cycle (RBCC) third-generation, reusable liquid propellant rocket engine, which is one possible engine for a future single-stage-toorbit vehicle. A collaboration between the NASA Glenn Research Center and Boeing Rocketdyne was formed under the Higher Operating Temperature Propulsion Components (HOTPC) program and, currently, the Ultra-Efficient Engine Technology (UEET) Project to develop carbon-fiber-reinforced high-temperature polymer matrix composites (HTPMCs). This program focused primarily on the combustor backup structure to replace all metallic support components with a much lighter polymer-matrixcomposite- (PMC-) titanium honeycomb sandwich structure.

Sutter, James K.↗
NASA NTRS1991

Air-breathing hypersonic vehicle guidance and control studies; An integrated trajectory/control analysis methodology: Phase 1

A tool which generates optimal trajectory/control histories in an integrated manner is generically adapted to the treatment of single-stage-to-orbit air-breathing hypersonic vehicles. The methodology is implemented as a two point boundary value problem solution technique. Its use permits an assessment of an entire near-minimum-fuel trajectory and desired control strategy from takeoff to orbit while satisfying physically derived inequality constraints and while achieving efficient propulsive mode phasing. A simpler analysis strategy that partitions the trajectory into several boundary condition matched segments is also included to construct preliminary trajectory and control history representations with less computational burden than is required for the overall flight profile assessment. A demonstration was accomplished using a tabulated example (winged-cone accelerator) vehicle model that is combined with a newly developed multidimensional cubic spline data smoothing routine. A constrained near-fuel-optimal trajectory, imposing a dynamic pressure limit of 1000 psf, was developed from horizontal takeoff to 20,000 ft/sec relative air speed while aiming for a polar orbit. Previously unspecified propulsive discontinuities were located. Flight regimes demanding rapid attitude changes were identified, dictating control effector and closed-loop controller authority was ascertained after evaluating effector use for vehicle trim. Also, inadequacies in vehicle model representations and specific subsystem models with insufficient fidelity were determined based on unusual control characteristics and/or excessive sensitivity to uncertainty.

Hattis, Philip D.↗
NASA NTRS2015

Technology Demonstration Missions

Technology Demonstration Missions (TDM) is in its third year of execution, being initiated in 2010 and baselined in January of 2012. There are 11 projects that NASA Marshall Space Flight Center (MSFC) has contributed to or led: (1) Evolvable Cryogenics (eCryo): Cyrogenic Propellant Storage and Transfer Engineering Development Unit (EDU), a proof of manufacturability effort, used to enhance knowledge and technology related to handling cryogenic propellants, specifically liquid hydrogen. (2) Composites for Exploration Upper Stage (CEUS): Design, build, test, and address flight certification of a large composite shell suitable for the second stage of the Space Launch System (SLS). (3) Deep Space Atomic Clock (DSAC): Spaceflight to demo small, low-mass atomic clock that can provide unprecedented stability for deep space navigation. (4) Green Propellant Infusion Mission (GPIM): Demo of high-performance, green propellant propulsion system suitable for Evolved Expendable Launch Vehicle (EELV) Secondary Payload Adapter (ESPA)-class spacecraft. (5) Human Exploration Telerobotics (HET): Demonstrating how telerobotics, remote control of a variety of robotic systems, can take routine, highly repetitive, dangerous or long-duration tasks out of human hands. (6) Laser Communication Relay Demo (LCRD): Demo to advance optical communications technology toward infusion into deep space and near Earth operational systems, while growing the capabilities of industry sources. (7) Low Density Supersonic Decelerator (LDSD): Demo new supersonic inflatable decelerator and parachute technologies to enable Mars landings of larger payloads with greater precision at a wider range of altitudes. (8) Mars Science Laboratory (MSL) Entry Descent & Landing Instrumentation (MEDLI): Demo of embedded sensors embedded in the MSL heat shield, designed to record the heat and atmospheric pressure experienced during the spacecraft's high-speed, hot entry in the Martian atmosphere. (9) Solar Electric Propulsion (SEP): 50-kW class spacecraft that uses flexible blanket solar arrays for power generation and an electric propulsion system that delivers payload from low-Earth orbit to higher orbits. (10) Solar Sail Demonstration (SSD): Demo to validate sail deployment techniques for solar sails that are propelled by the pressure of sunlight. (11) Terrestrial HIAD Orbit Reentry (THOR): Demo of a 3.7-m Hypersonic Inflatable Aerodynamic Decelerator (HIAD) entry vehicle to test second generation aerothermal performance and modeling.

McDougal, John↗
NASA NTRS1970

Hypersonic Research Facilities Study - Volume IV, Part 1: Phase III Final Studies Flight Research Facilities

The Phase III analyses of Flight Research Facilities performed as a portion of the Hypersonic Research Facilities (HYFAC) Study are presented herein. Two attractive flight research vehicle concepts, geared to the development needs of future (1980-2n00) operational hypersonic aircraft systems, are defined. The inherent research capability of each concept is further expanded by incorporating provisions within the basic vehicle design to accommodate the testing of several additional research options. The design feasibility of this approach to achieving increased research flexibility is examined. Near term propulsion systems are employed as the basic power plants to shorten acquisition time, reduce development costs, and provide high confidence in attaining the performance capability desired, Performance is determined for each basic vehicle and for the vehicles when incorporating several optional research packages. Total program cost estimates are developed for each vehicle and for the various research options. This study provides the necessary framework for the formulation of an attractive and needed flight research program which is a key element in the systematic development of an overall advanced research plan.

Source record↗
NASA NTRS1991

What Is the X-30

The X-30 is envisioned to be a machine that is capable of exploring technology that is critical to single stage to orbit and to hypersonic cruise. The X-30 is comparable to a laboratory that will be able to investigate such things as the chemistry of supersonic combustion and the control of an of an integrated engine airframe, where the forebody of the airplane is the first compression surface for the propulsion. The X-30 is very ambitionous; it follows a path that is pretty well established by such programs as the X-15. This document is limited to a discussion of what is anticipated in the flight tests of the X-30 as opposed to describing the entire vehicle.

Ishmael, Stephen D.↗
NASA NTRS1972

The new civil aviation within our grasp.

Noise and congestion present the two main technological constraints on air-transportation growth. Although some of the noise reduction will come with improved flight-path control and steep approaches, the main requirement remains quiet propulsion systems. Higher engine temperatures will compensate for efficiency losses due to noise suppression. Composite structures can reduce structural weight by 20%. New developments in rotorcraft transports are discussed together with advanced subsonic transports of the 1980s and the possibilities for further evolution of the SSTs, leading to a hypersonic aircraft.

Cortright, E. M.↗
NASA NTRS1976

Scramjet nozzle design and analysis as applied to a highly integrated hypersonic research airplane

Engine-nozzle airframe integration at hypersonic speeds was conducted by using a high-speed research aircraft concept as a focus. Recently developed techniques for analysis of scramjet-nozzle exhaust flows provide a realistic analysis of complex forces resulting from the engine-nozzle airframe coupling. By properly integrating the engine-nozzle propulsive system with the airframe, efficient, controlled and stable flight results over a wide speed range.

Small, W. J.↗
NASA NTRS1993

Rocket-powered single-stage vehicle configuration selection and design

A reusable rocket-powered, single-stage launch vehicle has been designed as a part of NASA's Advanced Manned Launch System (AMLS) study to examine options for a next-generation manned space transportation system. The configuration selection process utilized a response surface methodology for multidisciplinary optimization. The methodology was utilized to determine the minimum dry weight entry vehicle to meet constraints on landing velocity and on subsonic, supersonic, and hypersonic trim and stability. Once the optimum configuration was determined, a multidisciplinary conceptual vehicle design was performed. This paper presents the results of the configuration selection methodology and summarizes the overall conceptual design process with special attention given to the individual disciplines of weights/ sizing, structures/materials, configuration, flight mechanics, aerodynamics, aeroheating, propulsion, and operations.

Stanley, Douglas O.↗
NASA NTRS1986

Evolution and status of CFD techniques for scramjet applications

Computational Fluid Dynamics (CFD) methods are presently applied to the design and analysis of scramjet propulsion systems for missiles and aircraft operating at speeds in excess of Mach 5, in forms ranging from simple inviscid codes for parametric studies of inlet geometries to Navier-Stokes codes incorporating chemistry models which address complex scramjet combustion phenomena. Attention is given to the development history of CFD for the hypersonic regime, as well as to scramjet flowfield modeling in inlets, combustors and nozzles, and prospective development trends.

White, M. E.↗
NASA NTRS2009

Aerocapture Guidance and Performance at Mars for High-Mass Systems

The Mars Entry, Descent, and Landing System Analysis (EDL-SA) project has been tasked with performing systems analysis to identify the optimal technologies required to land a 20-50 MT Exploration-class mission on Mars. It has been shown that it is not possible to safely land these large systems using heritage Mars EDL systems, or analogous Earth or Moon EDL systems. In 2007, NASA conducted a Mars Exploration Architecture Study which included an in depth review of the science motivations and engineering technology requirements for a human Mars mission campaign. This study resulted in an update to the Mars Design Reference Architecture (DRA 5.0). Among the primary findings and recommendations was the conclusion that landing of large payloads (greater than 1 MT) on the surface of Mars remains a key architectural challenge. Additionally, research and system studies of fundamental EDL technologies were highly recommended. The EDL-SA project identified the candidate technologies and assembled them into full capture and EDL sequences so that simulations could be developed to evaluate them. The chosen architectures combine the various technologies of interest in eight different ways. For aerocapture, only two scenarios were considered. The first is a rigid mid-L/D aeroshell (AS), which is represented in architectures 1, 4, 5, and 7. This scenario calls for a vehicle that flies at a 55-degree angle of attack, resulting in ballistic coefficient and L/D values of 490 kg/m 2 and 0.43, respectively. The second is a lifting hypersonic inflatable aerodynamic decelerator (HIAD), which is represented in architectures 2, 6, and 8. This scenario requires the vehicle to fly at a 22.2- degree angle of attack, which correlates to an L/D of 0.3 and was sized to provide a ballistic coefficient of 165 kg/m 2 . Architecture 3 is an all-propulsive sequence, and is not considered in this study.

Zumwalt, Carlie H.↗
NASA NTRS1993

Hypersonic vehicle control law development using H(infinity) and micron-synthesis

Hypersonic vehicle control law development using H(infinity) and mu-synthesis is discussed. Airbreathing SSTO vehicles has a mutli-faceted mission that includes orbital operations, as well as re-entry and descent culminating in horizontal landing. However, the most challenging part of the operations is the ascent to orbit. The airbreathing propulsion requires lengthy atmospheric flight that may last as long as 30 minutes and take the vehicle half way around the globe. The vehicles's ascent is characterized by tight payload to orbit margins which translate into minimum fuel orbit as the performance criteria. Issues discussed include: SSTO airbreathing vehicle issues; control system performance requirements; robust control law framework; H(infinity) controller frequency analysis; and mu controller frequency analysis.

Gregory, Irene M.↗
NASA NTRS2004

Access from Space: A New Perspective on NASA's Space Transportation Technology Requirements and Opportunities

The need for robust and reliable access from space is clearly demonstrated by the recent loss of the Space Shuttle Columbia; as well as the NASA s goals to get the Shuttle re-flying and extend its life, build new vehicles for space access, produce successful robotic landers and s a q k ret~rr? ~llisrions, and maximize the science content of ambitious outer planets missions that contain nuclear reactors which must be safe for re-entry after possible launch aborts. The technology lynch pin of access from space is hypersonic entry systems such the thermal protection system, along with navigation, guidance and control (NG&C). But it also extends to descent and landing systems such as parachutes, airbags and their control systems. Current space access technology maturation programs such as NASA s Next Generation Launch Technology (NGLT) program or the In-Space Propulsion (ISP) program focus on maturing laboratory demonstrated technologies for potential adoption by specific mission applications. A key requirement for these programs success is a suitable queue of innovative technologies and advanced concepts to mature, including mission concepts enabled by innovative, cross cutting technology advancements. When considering space access, propulsion often dominates the capability requirements, as well as the attention and resources. From the perspective of access from space some new cross cutting technology drivers come into view, along with some new capability opportunities. These include new miniature vehicles (micro, nano, and picosats), advanced automated systems (providing autonomous on-orbit inspection or landing site selection), and transformable aeroshells (to maximize capabilities and minimize weight). This paper provides an assessment of the technology drivers needed to meet future access from space mission requirements, along with the mission capabilities that can be envisioned from innovative, cross cutting access from space technology developments.

Rasky, Daniel J.↗
NASA NTRS1998

Langley Aerothermodynamic Facilities Complex: Enhancements and Testing Capabilities

Description, capabilities, recent upgrades, and utilization of the NASA Langley Research Center (LaRC) Aerothermodynamic Facilities Complex (AFC) are presented. The AFC consists of five hypersonic, blow-down-to-vacuum wind tunnels that collectively provide a range of Mach number from 6 to 20, unit Reynolds number from 0.04 to 22 million per foot and, most importantly for blunt configurations, normal shock density ratio from 4 to 12. These wide ranges of hypersonic simulation parameters are due, in part, to the use of three different test gases (air, helium, and tetrafluoromethane), thereby making several of the facilities unique. The Complex represents nearly three-fourths of the conventional (as opposed to impulse)-type hypersonic wind tunnels operational in this country. AFC facilities are used to assess and optimize the hypersonic aerodynamic performance and aeroheating characteristics of aerospace vehicle concepts and to provide benchmark aerodynamic/aeroheating data fr generating the flight aerodynamic databook and final design of the thermal protection system (TPS) (e.g., establishment of flight limitations not to exceed TPS design limits). Modifications and enhancements of AFC hardware components and instrumentation have been pursued to increase capability, reliability, and productivity in support of programmatic goals. Examples illustrating facility utilization in recent years to generate essentially all of the experimental hypersonic aerodynamic and aeroheating information for high-priority, fast-paced Agency programs are presented. These programs include Phase I of the Reusable Launch Vehicle (RLV) Advanced Technology Demonstrator, X-33 program, PHase II of the X-33 program, X-34 program, the Hyper-X program ( a Mach 5,7, and 10 airbreathing propulsion flight experiment), and the X-38 program (Experimental Crew Return Vehicle, X-CRV). Current upgrades/enchancements and future plans for the AFC are discussed.

Micol, J. R.↗