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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS2006

A Framework for Performing Multiscale Stochastic Progressive Failure Analysis of Composite Structures

A framework is presented that enables coupled multiscale analysis of composite structures. The recently developed, free, Finite Element Analysis - Micromechanics Analysis Code (FEAMAC) software couples the Micromechanics Analysis Code with Generalized Method of Cells (MAC/GMC) with ABAQUS to perform micromechanics based FEA such that the nonlinear composite material response at each integration point is modeled at each increment by MAC/GMC. As a result, the stochastic nature of fiber breakage in composites can be simulated through incorporation of an appropriate damage and failure model that operates within MAC/GMC on the level of the fiber. Results are presented for the progressive failure analysis of a titanium matrix composite tensile specimen that illustrate the power and utility of the framework and address the techniques needed to model the statistical nature of the problem properly. In particular, it is shown that incorporating fiber strength randomness on multiple scales improves the quality of the simulation by enabling failure at locations other than those associated with structural level stress risers.

Bednarcyk, Brett A.↗
NASA NTRS2007

Strain Measurement Using FBG on COPV in Stress Rupture Test

White Sands Test Facility (WSTF) was requested to perform ambient temperature hydrostatic pressurization testing of a Space Transportation System (STS) 40-in. Kevlar Composite Overwrapped Pressure Vessel (COPV). The 40-in. vessel was of the same design and approximate age as the STS Main Propulsion System (MPS) and Orbiter Maneuvering System (OMS) vessels. The NASA Engineering Safety Center (NESC) assembled a team of experts and conducted an assessment that involved a review of national Kevlar COPY data. During the review, the STS COPVs were found to be beyond their original certification of ten years. The team observed that the likelihood of STS COPV Stress rupture, a catastrophic burst before leak failure mode, was greater than previously believed. Consequently, a detailed assessment of remaining stress rupture life became necessary. Prior to STS-114, a certification deviation was written for two flights of OV-103 (Discovery) and OV-104 (Atlantis) per rationale that was based on an extensive review of the Lawrence Livermore National Laboratories, COPV data, and revisions to the STS COPV stress levels. In order to obtain flight rationale to extend the certification deviation through the end of the Program, the Orbiter Project Office has directed an interagency COPV team to conduct further testing and analysis to investigate conservatism in the stress rupture model and evaluate material age degradation. Additional analysis of stress rupture life requires understanding the fiber stresses including stress that occurs due to thru-wall composite compression in COPV components. Data must be obtained at both zero gauge pressure (pre-stress) and at the component operating pressure so that this phenomenon can be properly evaluated. The zero gauge pressure stresses are predominantly a result of the autofrettage process used during vessel manufacture. Determining these pre-stresses and the constitutive behavior of the overwrap at pressure will provide necessary information to better predict the remaining life of the STS COPVs. The primary test objective is obtaining data to verify the hypothesis of a radially oriented thru-thickness stress-riser in the COPV composite whose magnitude is a function of the applied pressure and the load history. The anticipated load dependent response follows from the constitutive behavior of the composite overwrap so data to quantify its nonlinear and time dependent response will be sought. The objective of the Fiber Braggs Gratings (FBGs) were to advance the state-of-the-art by developing techniques using FBG sensors that are capable of assessing stress-rupture degradation in Kevlar COPVs in a health monitoring mode (1). Moreover, they sought to answer questions of how embedded sensors affect overall integrity of the structure. And lastly, they sought to provide an important link in the overall stress rupture study that will help close the loop on the COPV fabrication process. NDE inspection methods will be used from start to finish and FBG will be an integral link within the overall chain.

Banks, Curtis↗
NASA NTRS2007

A Framework for Performing Multiscale Stochastic Progressive Failure Analysis of Composite Structures

A framework is presented that enables coupled multiscale analysis of composite structures. The recently developed, free, Finite Element Analysis-Micromechanics Analysis Code (FEAMAC) software couples the Micromechanics Analysis Code with Generalized Method of Cells (MAC/GMC) with ABAQUS to perform micromechanics based FEA such that the nonlinear composite material response at each integration point is modeled at each increment by MAC/GMC. As a result, the stochastic nature of fiber breakage in composites can be simulated through incorporation of an appropriate damage and failure model that operates within MAC/GMC on the level of the fiber. Results are presented for the progressive failure analysis of a titanium matrix composite tensile specimen that illustrate the power and utility of the framework and address the techniques needed to model the statistical nature of the problem properly. In particular, it is shown that incorporating fiber strength randomness on multiple scales improves the quality of the simulation by enabling failure at locations other than those associated with structural level stress risers.

Bednarcyk, Brett A.↗
NASA NTRS1959

Flow Studies of Decelerators at Supersonic Speeds

Wind tunnel tests recorded the effect of decelerators on flow at various supersonic speeds. Rigid parachute models were tested for the effects of porosity, shroud length, and number of shrouds. Flexible model parachutes were tested for effects of porosity and conical-shaped canopy. Ribbon dive brakes on a missile-shaped body were tested for effect of tension cable type and ribbon flare type. The final test involved a plastic sphere on riser lines.

Source record↗
NASA NTRS1968

Performance of a 16.6 Meter Diameter Cross Parachute in a Simulated Martian Environment

Inflation and drag characteristics of a 54.4-foot (16.6 meter) nominal-diameter cross parachute, deployed at a Mach number of 1.65 and a dynamic pressure of 12.68 lb/sq f t (607.1 N/m(exp2)), were obtained from the fourth balloon-launched flight test of the Planetary Entry Parachute Program (PEPP). After deployment, the parachute quickly inflated to a full condition, partially collapsed, and then gradually reinflated while undergoing rapid oscillations between over-inflation and under-inflation. The oscillations began while the parachute was still at supersonic speeds and continued to low subsonic speeds well below an altitude of 90,000 feet (27.4 km). These canopy instabilities produced large cyclic variations in the parachute's drag coefficient. The average value of drag coefficient was about 0.8 to 0.9 at subsonic speeds and slightly lower at supersonic speeds. These drag coefficient values were based on the actual fabric surface area of the parachute canopy. The parachute sustained minor damage consisting of two canopy tears and abrasions and tears on the riser line. It is believed that this damage did not produce a significant change in the performance of the parachute.

Lundstrom, Reginald R.↗
NASA NTRS1967

Flight Tests of a 40-Foot Nominal Diameter Modified Ringsail Parachute Deployed at Mach 1.64 and Dynamic Pressure of 9.1 Pounds Per Square Foot

A ringsail parachute, which had a nominal diameter of 40 feet (12.2 meters) and reference area of 1256 square feet (117 m(exp 2)) and was modified to provide a total geometric porosity of 15 percent of the reference area, was flight tested as part of the rocket launch portion of the NASA Planetary Entry Parachute Program. The payload for the flight test was an instrumented capsule from which the test parachute was ejected by a deployment mortar when the system was at a Mach number of 1.64 and a dynamic pressure of 9.1 pounds per square foot (43.6 newtons per m(exp 2)). The parachute deployed to suspension line stretch in 0.45 second with a resulting snatch force of 1620 pounds (7200 newtons). Canopy inflation began 0.07 second later and the parachute projected area increased slowly to a maximum of 20 percent of that expected for full inflation. During this test, the suspension lines twisted, primarily because the partially inflated canopy could not restrict the twisting to the attachment bridle and risers. This twisting of the suspension lines hampered canopy inflation at a time when velocity and dynamic-pressure conditions were more favorable.

TESTS↗
NASA NTRS1969

Flight Test of a 40-Foot Nominal Diameter Disk-Gap-Band Parachute Deployed at a Mach Number of 3.31 and a Dynamic Pressure of 10.6 Pounds per Square Foot

A 40-foot-nominal-diameter (12.2 meter) disk-gap-band parachute was flight tested as part of the NASA supersonic high altitude parachute experiment (SHAPE) program. The test parachute (which included an experimental energy absorber in the attachment riser) was deployed from an instrumented payload by means of a deployment mortar when the payload was at a Mach number of 3.31 and a free-stream dynamic pressure of 10.6 pounds per square foot (508 newtons per square meter). The parachute deployed properly, the canopy inflating to a full-open condition at 1.03 seconds after mortar firing. The first full inflation of the canopy was immediately followed by a partial collapse with subsequent oscillations of the frontal area from about 30 to 75 percent of the full-open frontal area. After 1.07 seconds of operation, a large tear appeared in the cloth near the canopy apex. This tear was followed by two additional tears shortly thereafter. It was later determined that a section of the canopy cloth was severely weakened by the effects of aerodynamic heating. As a result of the damage to the disk area of the canopy, the parachute performance was significantly reduced; however, the parachute remained operationally intact throughout the flight test and the instrumented payload was recovered undamaged.

TESTS↗
NASA NTRS2008

Space Shuttle Orbiter Atlantis Liquid Oxygen Pre-Valve Detent Roller Cracking Investigation

During routine inspections of the Space Shuttle s Main Propulsion System Liquid Oxygen (LO2) pre-valve, the mechanism provided to maintain the valve in the open position was found cracked. The mechanism is a Vespel roller held against the valve visor by a stack of Belleville springs. The roller has been found cracked 3 times. All three instances were in the same valve in the same location. There are 6 pre-valves on each orbiter, and only one has exhibited this problem. Every-flight inspections were instituted and the rollers were found to be cracked after only one flight. Engineers at Marshall Space Flight Center, Johnson Space Center, and Kennedy Space Center worked together to determine a solution. There were several possible contributors to the failure: a misaligned visor, an out-of-specification edge with a sharp radius, an out-of-specification tolerance stack up of a Belleville spring stack that caused un-predicted loads on the Vespel SP-21 roller, and a dimple machined into the side of the roller to indicate LO2 compatibility that created a stress riser. The detent assembly was removed and replaced with parts that were on the low side of the tolerance stack up to eliminate the potential for high loads on the detent roller. After one flight, the roller was inspected and showed fewer signs of wear and no cracks.

Holleman, Elizabeth↗
NASA NTRS2008

Space Shuttle Orbiter Atlantis Liquid Oxygen Prevalve Detent Roller Cracking Investigation

During routine inspections of the Space Shuttle's Main Propulsion System (MPS) Liquid Oxygen (LO2) pre-valve, the mechanism provided to maintain the valve in the open position was found cracked. The mechanism is a Vespel roller held against the valve visor by a stack of Belleville springs. The roller has been found cracked 3 times. All three instances were in the same valve in the same location. There are 6 pre-valves on each orbiter, and only one has exhibited this problem. Every-flight inspections were instituted and the rollers were found to be cracked after only one flight. Engineers at Marshall Space Flight Center, Johnson Space Center and Kennedy Space Center worked together to determine a solution. There were several possible contributors to the failure: a mis-aligned visor, an out of specification edge with a sharp radius, an out of specification tolerance stack up of a Belleville spring stack that caused un-predicted loads on the Vespel SP-21 roller, and a dimple machined into the side of the roller to indicate LO2 compatibility that created a stress riser. The detent assembly was removed and replaced with parts that were on the low-side of the tolerance stack up to eliminate the potential for high loads on the detent roller. After one flight, the roller was inspected and showed fewer signs of wear and no cracks.

Holleman, Elizabeth↗
NASA NTRS2008

Low-Speed Flight Dynamic Tests and Analysis of the Orion Crew Module Drogue Parachute System

A test of a dynamically scaled model of the NASA Orion Crew Module (CM) with drogue parachutes was conducted in the NASA-Langley 20-Foot Vertical Spin Tunnel. The primary test objective was to assess the ability of the Orion Crew Module drogue parachute system to adequately stabilize the CM and reduce angular rates at low subsonic Mach numbers. Two attachment locations were tested: the current design nominal and an alternate. Experimental results indicated that the alternate attachment location showed a somewhat greater tendency to attenuate initial roll rate and reduce roll rate oscillations than the nominal location. Comparison of the experimental data to a Program To Optimize Simulated Trajectories (POST II) simulation of the experiment yielded results for the nominal attachment point that indicate differences between the low-speed pitch and yaw damping derivatives in the aerodynamic database and the physical model. Comparisons for the alternate attachment location indicate that riser twist plays a significant role in determining roll rate attenuation characteristics. Reevaluating the impact of the alternate attachment points using a simulation modified to account for these results showed significantly reduced roll rate attenuation tendencies when compared to the original simulation. Based on this modified simulation the alternate attachment point does not appear to offer a significant increase in allowable roll rate over the nominal configuration.

Hahne, David E.↗
NASA NTRS2001

Development Of An 80'-Diameter Ribbon Drogue Parachute For The NASA X-38 Vehicle

The NASA X-38 program required a larger, more robust drogue parachute. A multi-organizational team from NASA, Sandia National Laboratories, United Space Alliance, and Pioneer Aerospace Corporation has developed and tested a new 80-ft.-dia., quarter-spherical, ribbon drogue parachute. The design requirements, design specifics, margin analyses, and results of testing are all discussed herein. Some of the weight advantages of switching from Kevlar to Zylon for radial, line and riser materials are presented.

Behr, Vance L.↗
NASA NTRS2011

Proposed Framework for Determining Added Mass of Orion Drogue Parachutes

The Crew Exploration Vehicle (CEV) Parachute Assembly System (CPAS) project is executing a program to qualify a parachute system for a next generation human spacecraft. Part of the qualification process involves predicting parachute riser tension during system descent with flight simulations. Human rating the CPAS hardware requires a high degree of confidence in the simulation models used to predict parachute loads. However, uncertainty exists in the heritage added mass models used for loads predictions due to a lack of supporting documentation and data. Even though CPAS anchors flight simulation loads predictions to flight tests, extrapolation of these models outside the test regime carries the risk of producing non-bounding loads. A set of equations based on empirically derived functions of skirt radius is recommended as the simplest and most viable method to test and derive an enhanced added mass model for an inflating parachute. This will increase confidence in the capability to predict parachute loads. The selected equations are based on those published in A Simplified Dynamic Model of Parachute Inflation by Dean Wolf. An Ames 80x120 wind tunnel test campaign is recommended to acquire the reefing line tension and canopy photogrammetric data needed to quantify the terms in the Wolf equations and reduce uncertainties in parachute loads predictions. Once the campaign is completed, the Wolf equations can be used to predict loads in a typical CPAS Drogue Flight test. Comprehensive descriptions of added mass test techniques from the Apollo Era to the current CPAS project are included for reference.

Fraire, Usbaldo, Jr.↗
NASA NTRS2011

Drogue Parachute Effects on the Orion Crew Module Stability

A forced oscillation test of the Orion Crew Module (CM) was conducted in the Langley 20-Foot Vertical Spin Tunnel. The objective of the test was to quantify the rate damping characteristics of the CM-drogue chute system. Numerous configurations were tested to measure the influence of the chutes on the CM dynamic aerodynamics and, conversely, the influence of the CM on drogue performance. Results show that the CM-drogue system is well-damped at all combinations of frequency, amplitude, and Strouhal number. The wake of the CM significantly reduces the drogue chute riser line force, and the drogues have little upstream influence on the CM aerodynamics. These results are being used to improve simulation model fidelity of CM flight with drogues deployed, which has been identified by the project as key to a successful Orion Critical Design Review.

Aubuchon, Vanessa V.↗
NASA NTRS2013

Orion MPCV Touchdown Detection Threshold Development and Testing

A robust method of detecting Orion Multi ]Purpose Crew Vehicle (MPCV) splashdown is necessary to ensure crew and hardware safety during descent and after touchdown. The proposed method uses a triple redundant system to inhibit Reaction Control System (RCS) thruster firings, detach parachute risers from the vehicle, and transition to the post ]landing segment of the Flight Software (FSW). The vehicle crew is the prime input for touchdown detection, followed by an autonomous FSW algorithm, and finally a strictly time based backup timer. RCS thrusters must be inhibited before submersion in water to protect against possible damage due to firing these jets under water. In addition, neglecting to declare touchdown will not allow the vehicle to transition to post ]landing activities such as activating the Crew Module Up ]righting System (CMUS), resulting in possible loss of communication and difficult recovery. A previous AIAA paper gAssessment of an Automated Touchdown Detection Algorithm for the Orion Crew Module h concluded that a strictly Inertial Measurement Unit (IMU) based detection method using an acceleration spike algorithm had the highest safety margins and shortest detection times of other methods considered. That study utilized finite element simulations of vehicle splashdown, generated by LS ]DYNA, which were expanded to a larger set of results using a Kriging surface fit. The study also used the Decelerator Systems Simulation (DSS) to generate flight dynamics during vehicle descent under parachutes. Proto ]type IMU and FSW MATLAB models provided the basis for initial algorithm development and testing. This paper documents an in ]depth trade study, using the same dynamics data and MATLAB simulations as the earlier work, to further develop the acceleration detection method. By studying the combined effects of data rate, filtering on the rotational acceleration correction, data persistence limits and values of acceleration thresholds, an optimal configuration was determined. The lever arm calculation, which removes the centripetal acceleration caused by vehicle rotation, requires that the vehicle angular acceleration be derived from vehicle body rates, necessitating the addition of a 2nd order filter to smooth the data. It was determined that using 200 Hz data directly from the vehicle IMU outperforms the 40 Hz FSW data rate. Data persistence counter values and acceleration thresholds were balanced in order to meet desired safety and performance. The algorithm proved to exhibit ample safety margin against early detection while under parachutes, and adequate performance upon vehicle splashdown. Fall times from algorithm initiation were also studied, and a backup timer length was chosen to provide a large safety margin, yet still trigger detection before CMUS inflation. This timer serves as a backup to the primary acceleration detection method. Additionally, these parameters were tested for safety on actual flight test data, demonstrating expected safety margins.

Daum, Jared↗
NASA NTRS2013

Aerodynamic Reconstruction Applied to Parachute Test Vehicle Flight Data Analysis

The aerodynamics, both static and dynamic, of a test vehicle are critical to determining the performance of the parachute cluster in a drop test and for conducting a successful test. The Capsule Parachute Assembly System (CPAS) project is conducting tests of NASA's Orion Multi-Purpose Crew Vehicle (MPCV) parachutes at the Army Yuma Proving Ground utilizing the Parachute Test Vehicle (PTV). The PTV shape is based on the MPCV, but the height has been reduced in order to fit within the C-17 aircraft for extraction. Therefore, the aerodynamics of the PTV are similar, but not the same as, the MPCV. A small series of wind tunnel tests and computational fluid dynamics cases were run to modify the MPCV aerodynamic database for the PTV, but aerodynamic reconstruction of the flights has proven an effective source for further improvements to the database. The acceleration and rotational rates measured during free flight, before parachute inflation but during deployment, were used to con rm vehicle static aerodynamics. A multibody simulation is utilized to reconstruct the parachute portions of the flight. Aerodynamic or parachute parameters are adjusted in the simulation until the prediction reasonably matches the flight trajectory. Knowledge of the static aerodynamics is critical in the CPAS project because the parachute riser load measurements are scaled based on forebody drag. PTV dynamic damping is critical because the vehicle has no reaction control system to maintain attitude - the vehicle dynamics must be understood and modeled correctly before flight. It will be shown here that aerodynamic reconstruction has successfully contributed to the CPAS project.

Cassady, Leonard D.↗
NASA NTRS2013

Application of a Smart Parachute Release Algorithm to the CPAS Test Architecture

One of the primary test vehicles for the Capsule Parachute Assembly System (CPAS) is the Parachute Test Vehicle (PTV), a capsule shaped structure similar to the Orion design but truncated to fit in the cargo area of a C-17 aircraft. The PTV has a full Orion-like parachute compartment and similar aerodynamics; however, because of the single point attachment of the CPAS parachutes and the lack of Orion-like Reaction Control System (RCS), the PTV has the potential to reach significant body rates. High body rates at the time of the Drogue release may cause the PTV to flip while the parachutes deploy, which may result in the severing of the Pilot or Main risers. In order to prevent high rates at the time of Drogue release, a "smart release" algorithm was implemented in the PTV avionics system. This algorithm, which was developed for the Orion Flight system, triggers the Drogue parachute release when the body rates are near a minimum. This paper discusses the development and testing of the smart release algorithm; its implementation in the PTV avionics and the pretest simulation; and the results of its use on two CPAS tests.

Bledsoe, Kristin↗
NASA NTRS2013

Orion MPCV Touchdown Detection Threshold Development and Testing

A robust method of detecting Orion Multi-Purpose Crew Vehicle (MPCV) splashdown is necessary to ensure crew and hardware safety during descent and after touchdown. The proposed method uses a triple redundant system to inhibit Reaction Control System (RCS) thruster firings, detach parachute risers from the vehicle, and transition to the post-landing segment of the Flight Software (FSW). An in-depth trade study was completed to determine optimal characteristics of the touchdown detection method resulting in an algorithm monitoring filtered, lever-arm corrected, 200 Hz Inertial Measurement Unit (IMU) vehicle acceleration magnitude data against a tunable threshold using persistence counter logic. Following the design of the algorithm, high fidelity environment and vehicle simulations, coupled with the actual vehicle FSW, were used to tune the acceleration threshold and persistence counter value to result in adequate performance in detecting touchdown and sufficient safety margin against early detection while descending under parachutes. An analytical approach including Kriging and adaptive sampling allowed for a sufficient number of finite element analysis (FEA) impact simulations to be completed using minimal computation time. The combination of a persistence counter of 10 and an acceleration threshold of approximately 57.3 ft/s2 resulted in an impact performance factor of safety (FOS) of 1.0 and a safety FOS of approximately 2.6 for touchdown declaration. An RCS termination acceleration threshold of approximately 53.1 ft/s(exp)2 with a persistence counter of 10 resulted in an increased impact performance FOS of 1.2 at the expense of a lowered under-parachutes safety factor of 2.2. The resulting tuned algorithm was then tested on data from eight Capsule Parachute Assembly System (CPAS) flight tests, showing an experimental minimum safety FOS of 6.1. The formulated touchdown detection algorithm will be flown on the Orion MPCV FSW during the Exploration Flight Test 1 (EFT-1) mission in the second half of 2014.

Daum, Jared↗
NASA NTRS2013

Electrical Capacitance Volume Tomography for the Packed Bed Reactor ISS Flight Experiment

Fixed packed bed reactors are compact, require minimum power and maintenance to operate, and are highly reliable. These features make this technology a highly desirable unit operation for long duration life support systems in space. NASA is developing an ISS experiment to address this technology with particular focus on water reclamation and air revitalization. Earlier research and development efforts funded by NASA have resulted in two hydrodynamic models which require validation with appropriate instrumentation in an extended microgravity environment. To validate these models, the instantaneous distribution of the gas and liquid phases must be measured.Electrical Capacitance Volume Tomography (ECVT) is a non-invasive imaging technology recently developed for multi-phase flow applications. It is based on distributing flexible capacitance plates on the peripheral of a flow column and collecting real-time measurements of inter-electrode capacitances. Capacitance measurements here are directly related to dielectric constant distribution, a physical property that is also related to material distribution in the imaging domain. Reconstruction algorithms are employed to map volume images of dielectric distribution in the imaging domain, which is in turn related to phase distribution. ECVT is suitable for imaging interacting materials of different dielectric constants, typical in multi-phase flow systems. ECVT is being used extensively for measuring flow variables in various gas-liquid and gas-solid flow systems. Recent application of ECVT include flows in risers and exit regions of circulating fluidized beds, gas-liquid and gas-solid bubble columns, trickle beds, and slurry bubble columns. ECVT is also used to validate flow models and CFD simulations. The technology is uniquely qualified for imaging phase concentrations in packed bed reactors for the ISS flight experiments as it exhibits favorable features of compact size, low profile sensors, high imaging speed, and flexibility to fit around columns of various shapes and sizes. ECVT is also safer than other commonly used imaging modalities as it operates in the range of low frequencies (1 MHz) and does not radiate radioactive energy. In this effort, ECVT is being used to image flow parameters in a packed bed reactor for an ISS flight experiment.

Tomography↗