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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 577 records · Page 32
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost

A control valve that can throttle high-pressure cryogenic fluid embodies several design features that distinguish it over conventional valves designed for similar applications. Field and design engineers worked together to create a valve that would simplify installation, trim changes, and maintenance, thus reducing overall cost. The seals and plug stem packing were designed to perform optimally in cryogenic temperature ranges. Unlike conventional high-pressure cryogenic valves, the trim size can be changed independent of the body. The design feature that provides flexibility for changing the trim is a split body. The body is divided into an upper and a lower section with the seat ring sandwiched in between. In order to maintain the plug stem packing at an acceptable sealing temperature during cryogenic service, heat-exchanging fins were added to the upper body section. The body is made of stainless steel. The seat ring is made of a nickel-based alloy having a coefficient of thermal expansion less than that of the body material. Consequently, when the interior of the valve is cooled cryogenically, the body surrounding the seat ring contracts more than the seat ring. This feature prevents external leakage at the body-seat joint. The seat ring has been machined to have small, raised-face sealing surfaces on both sides of the seal groove. These sealing surfaces concentrate the body bolt load over a small area, thereby preventing external leakage. The design of the body bolt circle is different from that of conventional highpressure control valves. Half of the bolts clamp the split body together from the top, and half from the bottom side. This bolt-circle design allows a short, clean flow path, which minimizes frictional flow losses. This bolt-circle design also makes it possible to shorten the face-toface length of the valve, which is 25.5 in. (65 cm). In contrast, a conventional, high-pressure control valve face-to-face dimension may be greater than 40 in. (>1 m) long.

Source record↗
NASA NTRS2004

Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost

A control valve that can throttle high pressure cryogenic fluid embodies several design features that distinguish it over conventional valves designed for similar applications. Field and design engineers worked together to create a valve that would simplify installation, trim changes, and maintenance, thus reducing overall cost. The seals and plug stem packing were designed to perform optimally in cryogenic temperature ranges. Unlike conventional high-pressure cryogenic valves, the trim size can be changed independent of the body. The design feature that provides flexibility for changing the trim is a split body. The body is divided into an upper and a lower section with the seat ring sandwiched in between. In order to maintain the plug stem packing at an acceptable sealing temperature during cryogenic service, heat-exchanging fins were added to the upper body section (see figure). The body is made of stainless steel.

Wilkes, Karlin↗
NASA NTRS1992

Update on the advanced Stirling conversion system project for 25 kW dish Stirling applications

Technology development for Stirling convertors directed toward a dynamic power source for space applications is examined. The free-piston Stirling engine has the potential for both solar and nuclear space power applications. Two parallel design directions feature a solar receiver/liquid metal heat transport system, and a free-piston Stirling convertor which incorporates a linear alternator to directly provide the electrical output of about 25 kW to a utility grid. The Cummins Engine Company (CEC) free-piston Stirling convertor incorporates a linear alternator along with hydrodynamic gas bearings to provide noncontacting, wear-free support to the pistons. The Stirling Technology Company design incorporates linear alternator technology with flexures that provide noncontacting support while also supplying much of the spring stiffness needed to obtain proper resonance.

Shaltens, Richard K.↗
NASA NTRS2007

Candidate Landing Site for the Mars Science Laboratory: Vernal Crater, S.W. ARabia Terra

In the fall of 2009, the Mars Science Laboratory (MSL) will be launched to Mars. The purpose of this mission is to assess biologic potential and geology and to investigate planetary processes of relevance to past habitability. MSL will be able to provide visual, chemical, radiation, and environmental data with its suite of instruments [1]. In order to be selected for the MSL landing site, certain engineering requirements must be met [1] and the area should contain geologic features suggestive of past habitability, so that the overriding science goal of the mission will be attained. There are a total of 33 proposed landing sites as of the first MSL Landing Site Workshop held in Pasadena, CA from May 31st to June 2nd, 2006 [1]. There will be an opportunity to gather high resolution visual and hyperspectral data on all proposed landing sites from the now-orbiting Mars Reconnaissance Orbiter (MRO) which entered martian orbit and began its main science phase in November of 2006 [2]. The data being gathered are from: the high resolution imaging science experiment (HiRISE), the context (CTX) camera and the compact reconnaissance imaging spectrometer (CRISM) onboard the spacecraft. The footprints of these instruments are centered on a single point, and each proposer must submit these coordinates, along with the coordinates of the proposed landing ellipse. Data from these instruments, along with new MOC images and THEMIS mosaics, will be used to enhance our understanding of the geologic and engineering parameters of each site.

Paris, K. N.↗
NASA NTRS1975

Multidisciplinary analysis of Skylab photography for highway engineering purposes

The author has identified the following significant results. The greatly increased resolution of ground features by Skylab as compared with LANDSAT is considered to be best in the S190B high resolution film, followed by S190A camera stations 4, 5, and 6 respectfully. Results of the study of vegetation damage sites using data derived from S190A film were disappointing. The major cause of detection problems is the graininess of the CIR film. Good results were achieved for the hydrology-land use study. Both camera systems gave better agreement with the ground truth than did LANDSAT imagery. Surficial geology and glacial landform areas were clearly visible in single scenes. Several previously unmapped or unknown features were detected, especially in eastern coastal Maine.

Stoeckeler, E. G.↗
NASA NTRS2005

Heated-Pressure-Ball Monopropellant Rocket Engine

A recent technology disclosure presents a concept for a monopropellant thermal spacecraft thruster that would feature both the simplicity of a typical prior pressure-fed propellant supply system and the smaller mass and relative compactness of a typical prior pump-fed system. The source of heat for this thruster would likely be a nuclear- fission reactor. The propellant would be a cryogenic fluid (a liquefied low-molecular-weight gas) stored in a tank at a low pressure. The propellant would flow from the tank, through a feedline, into three thick-walled spherical tanks, denoted pressure balls, that would be thermally connected to the reactor. Valves upstream and downstream of the pressure balls would be operated in a three-phase cycle in which propellant would flow into one pressure ball while the fluid underwent pressurization through heating in another ball and pressurized propellant was discharged from the remaining ball into the reactor. After flowing through the reactor, wherein it would be further heated, the propellant would be discharged through an exhaust nozzle to generate thrust. A fraction of the pressurized gas from the pressure balls would be diverted to maintain the desired pressure in the tank.

Greene, William D.↗
NASA NTRS1995

Achieving reutilization of scheduling software through abstraction and generalization

Reutilization of software is a difficult goal to achieve particularly in complex environments that require advanced software systems. The Request-Oriented Scheduling Engine (ROSE) was developed to create a reusable scheduling system for the diverse scheduling needs of the National Aeronautics and Space Administration (NASA). ROSE is a data-driven scheduler that accepts inputs such as user activities, available resources, timing contraints, and user-defined events, and then produces a conflict-free schedule. To support reutilization, ROSE is designed to be flexible, extensible, and portable. With these design features, applying ROSE to a new scheduling application does not require changing the core scheduling engine, even if the new application requires significantly larger or smaller data sets, customized scheduling algorithms, or software portability. This paper includes a ROSE scheduling system description emphasizing its general-purpose features, reutilization techniques, and tasks for which ROSE reuse provided a low-risk solution with significant cost savings and reduced software development time.

Wilkinson, George J.↗
NASA NTRS2001

I(sup STAR), NASA's Next Step in Air-Breathing Propulsion for Space Access

The United States' National Aeronautics and Space Administration (NASA) has established a strategic plan for future activities in space. A primary goal of this plan is to make drastic improvements in the cost and safety of earth to low-earth-orbit transportation. One approach to achieving this goal is through the development of highly reusable, highly reliable space transportation systems analogous to the commercial airline system. In the year 2000, NASA selected the Rocket Based Combined Cycle (RBCC) engine as the next logical step towards this goal. NASA will develop a complete flight-weight, pump-fed engine system under the Integrated System Test of an Airbreathing Rocket (I(sup STAR)) Project. The objective of this project is develop a reusable engine capable of self-powering a vehicle through the air-augmented rocket, ramjet and scramjet modes required in all RBCC based operational vehicle concepts. The project is currently approved and funded to develop the engine through ground test demonstration. Plans are in place to proceed with flight demonstration pending funding approval. The project is in formulation phase and the Preliminary Requirements Review has been completed. The engine system and vehicle have been selected at the conceptual level. The I(sup STAR) engine concept is based on an air-breathing flowpath downselected from three configurations evaluated in NASA's Advanced Reusable Technology contract. The selected flowpath features rocket thrust chambers integrated into struts separating modular flowpath ducts, a variable geometry inlet, and a thermally choked throat. The engine will be approximately 220 inches long and 79 inches wide and fueled with a hydrocarbon fuel using liquid oxygen as the primary oxidizer candidate. The primary concept for the pump turbine drive is pressure-fed catalyzed hydrogen peroxide. In order to control costs, the flight demonstration vehicle will be launched from a B-52 aircraft. The vehicle concept is based on the Air Breathing Launch Vehicle 4 (ABLV4) lifting body configuration which has design heritage from NASA's NASP Program. The vehicle will be designed to accelerate from Mach 0.8 to Mach 7 and will be equipped with landing gear for horizontal landing. The complete vehicle, including the engine, will be designed for 25 flights and will be approximately 33 feet long with a total vehicle weight of approximately 25000 lbs.

Hutt, John J.↗
NASA NTRS1985

Using computer graphics to enhance astronaut and systems safety

Computer graphics is being employed at the NASA Johnson Space Center as a tool to perform rapid, efficient and economical analyses for man-machine integration, flight operations development and systems engineering. The Operator Station Design System (OSDS), a computer-based facility featuring a highly flexible and versatile interactive software package, PLAID, is described. This unique evaluation tool, with its expanding data base of Space Shuttle elements, various payloads, experiments, crew equipment and man models, supports a multitude of technical evaluations, including spacecraft and workstation layout, definition of astronaut visual access, flight techniques development, cargo integration and crew training. As OSDS is being applied to the Space Shuttle, Orbiter payloads (including the European Space Agency's Spacelab) and future space vehicles and stations, astronaut and systems safety are being enhanced. Typical OSDS examples are presented. By performing physical and operational evaluations during early conceptual phases. supporting systems verification for flight readiness, and applying its capabilities to real-time mission support, the OSDS provides the wherewithal to satisfy a growing need of the current and future space programs for efficient, economical analyses.

Computer Simulation↗
NASA NTRS1992

Activities of the Boom and Chassis Group

Group One of the NASA Lunar Enabler Project has designed the primary chassis and boom structures for the lunar vehicle. Both components also feature V-clamps that were adapted to interface connections within the structure. The chassis features a front end, rear end section, middle cross-section, and face plate. The rear section contains an extra compartment for the engine, hydraulic pump, fuel bottles, and oil reservoir necessary for the wheel drives. Each section consists of tubular aluminum 6061-T6. The boom features four degrees of freedom system, where the minimum factor of safety of any part is 1.5 (but, normally much higher). It consists of a tapered upper boom, lower boom, and three elbows that complement the articulation joints. Each section of the boom has been constructed from aluminum 6061-T6. There are four joints and eight V-clamps in the boom assembly. The V-clamps feature support rings that prevent axial rotation. They provide easy adaptability and assembly.

Dell, Jason Scott↗
NASA NTRS2018

Towards Explainability of UAV-Based Convolutional Neural Networks for Object Classification

f autonomous systems using trust and trustworthiness is the focus of Autonomy Teaming and TRAjectories for Complex Trusted Operational Reliability (ATTRACTOR), a new NASA Convergent Aeronautical Solutions (CAS) Project. One critical research element of ATTRACTOR is explainability of the decision-making across relevant subsystems of an autonomous system. The ability to explain why an autonomous system makes a decision is needed to establish a basis of trustworthiness to safely complete a mission. Convolutional Neural Networks (CNNs) are popular visual object classifiers that have achieved high levels of classification performances without clear insight into the mechanisms of the internal layers and features. To explore the explainability of the internal components of CNNs, we reviewed three feature visualization methods in a layer-by-layer approach using aviation related images as inputs. Our approach to this is to analyze the key components of a classification event in order to generate component labels for features of the classified image at different layers of depths. For example, an airplane has wings, engines, and landing gear. These could possibly be identified somewhere in the hidden layers from the classification and these descriptive labels could be provided to a human or machine teammate while conducting a shared mission and to engender trust. Each descriptive feature may also be decomposed to a combination of primitives such as shapes and lines. We expect that knowing the combination of shapes and parts that create a classification will enable trust in the system and insight into creating better structures for the CNN.

Dolph, Chester V.↗
NASA NTRS1977

Quiet Clean Short-haul Experimental Engine (QCSEE) preliminary over-the-wing flight propulsion system analysis report

The preliminary design of the over-the-wing flight propulsion system installation and nacelle component and systems design features of a short-haul, powered lift aircraft are presented. Economic studies are also presented and show that high bypass, low pressure ratio turbofan engines have the potential of providing an economical propulsion system for achieving the very quiet aircraft noise level of 95 EPNdB on a 152.4 m sideline.

Howard, D. F.↗
NASA NTRS1983

Advanced LOX/H2 engine technologies for future OTVs

It is pointed out that NASA and DOD missions of the near future include, by current estimates, approximately 50 highly energetic missions to geosynchronous orbit. Advanced concepts make use of the Space Shuttle to transport the assembled orbital transfer vehicle (OTV) to low earth orbit (LEO) or to bring components and propellants from which to assemble the OTV in LEO. An advanced expander cycle engine based upon the RS-44 engine design has been planned for ultimate use with advanced space-based OTVs. Its design features complement the characteristics of manned space-based aeroassist vehicles which will provide the most cost-effective means for payload transfer between LEO and GEO orbits. A test-bed program is planned for early demonstration of the advanced expander cycle engine operation.

Martinez, A.↗
NASA NTRS1986

An Ada inference engine for expert systems

The purpose is to investigate the feasibility of using Ada for rule-based expert systems with real-time performance requirements. This includes exploring the Ada features which give improved performance to expert systems as well as optimizing the tradeoffs or workarounds that the use of Ada may require. A prototype inference engine was built using Ada, and rule firing rates in excess of 500 per second were demonstrated on a single MC68000 processor. The knowledge base uses a directed acyclic graph to represent production lines. The graph allows the use of AND, OR, and NOT logical operators. The inference engine uses a combination of both forward and backward chaining in order to reach goals as quickly as possible. Future efforts will include additional investigation of multiprocessing to improve performance and creating a user interface allowing rule input in an Ada-like syntax. Investigation of multitasking and alternate knowledge base representations will help to analyze some of the performance issues as they relate to larger problems.

Lavallee, David B.↗
NASA NTRSDate not supplied

Machine Learning based Aircraft Performance Model Estimation for Trajectory Prediction

The accurate prediction of aircraft trajectory by ground-based decision support tools is a critical component of air traffic management in the US National Airspace System (NAS). Accurate predictions of where the aircraft will be in the future or when they will arrive at specific locations (e.g., fixes) is a key enabler for sequencing and efficient arrival management of flights. Traditional physics based aircraft trajectory prediction relies on a simplified point-mass total energy model whose parameters are referred to as Aircraft Performance Model (APM) parameters. Even though the performance coefficients and weight of an aircraft are a vital part of the aircraft performance model’s predictions and accuracy, these coefficients are proprietary in nature and therefore, unavailable to decision-support tools. Current approaches freeze some coefficients to default base of aircraft data (BADA) values and optimize others. However, the APM parameters are highly coupled by the flight dynamics and prioritizing one parameter over others leads to bias and skewed predictions. To alleviate this problem, we provide a combined optimization framework to predict all the critical (thrust, drag and weight) APM parameters. This paper is focused on training Machine Learning (ML) models that map historical flights to optimized APM parameters that provide the best fit (in terms of prediction error). Our dataset obtained from NASA’s Sherlock data warehouse is comprised of thousands of historical flights and includes weather and track data collected from 2019. Using different subsets of relevant features (e.g., aircraft type), we trained several ML models to estimate the aircraft’s take off weight, drag polar coefficients (both parasitic and lift induced), and thrust settings (multiplier applied to the maximum engine thrust). The chosen flights are from three of the most common aircraft types (B738, B737, and A320) arriving at four airports (LAX, DEN, MSP, and DFW). Our ML approach is comprised of two different solutions: 1- using a subset of features that are known prior to the flight departure and do not change during flight (such as engine type, current temperature at departure & destination airports, aircraft type) and 2 - using a subset of temporal features of the flight trajectory (such as cruise altitude, Mach, airspeed, and rate of climb) in addition to the pre-departure features from the first solution. The labels or target variables are the APM parameters that were obtained by an optimized ordinary differential equations (ODE) fitting process (applied to individual flights). The ODE-fitting is very time intensive and is therefore performed offline. Thus, training an ML model to learn the relationship between the flight features and ODE-generated labels enables faster estimation of the APM parameters and is therefore amenable to real-time prediction. Various ML models including linear regression, random forest, XGBoost, and neural network were trained, and the results are compared. After model validation and hyperparameter-tuning, we observed that the Random Forest model outperformed the other three models by the overall mean square error (MSE) of 2% for the first solution and 1.5% for the second solution. Finally, the ML-derived parameters are compared against default BADA APM parameters using NASA’s Autonomy Development toolkit (ADK) simulation software. The simulation results for one of each aircraft type is shown and discussed.

Aida Sharif Rohani↗
NASA NTRS1980

QCGAT aircraft/engine design for reduced noise and emissions

The high bypass ratio QCGAT engine played an important role in shaping the aircraft design. The aircraft which evolved is a sleek, advanced design, six-place aircraft with 3538 kg (7,800 lb) maximum gross weight. It offers a 2778 kilometer (1500 nautical mile) range with cruise speed of 0.5 Mach number and will take-off and land on the vast majority of general aviation airfields. Advanced features include broad application of composite materials and a supercritical wing design with winglets. Full-span fowler flaps were introduced to improve landing capability. Engines are fuselage-mounted with inlets over the wing to provide shielding of fan noise by the wing surfaces. The design objectives, noise, and emission considerations, engine cycle and engine description are discussed as well as specific design features.

Lanson, L.↗
NASA NTRS1972

Cost reduction by integration of the assurance technologies.

It is shown how the cost of applying assurance disciplines to the development of complex systems can be reduced by integrating the mechanics of system engineering and system management into a 'Development Risk Control System'. The essential features of the integration process are examined. A 'Development Risk Management Model' is described, and the use of the model to integrate and thereby reduce the cost of other assurance disciplines is discussed and illustrated.

Ball, L. W.↗