Advanced Propellant Management System for Spacecraft Propulsion Systems Summary Report
Advanced propellant management system for spacecraft propulsion systems
Balzer, D. L.↗
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Gear systems for advanced turboprops
A new generation of transport aircraft will be powered by efficient, advanced turboprop propulsion systems. Systems that develop 5,000 to 15,000 horsepower have been studied. Reduction gearing for these advanced propulsion systems is discussed. Allison Gas Turbine Division's experience with the 5,000 horsepower reduction gearing for the T56 engine is reviewed and the impact of that experience on advanced gear systems is considered. The reliability needs for component design and development are also considered. Allison's experience and their research serve as a basis on which to characterize future gear systems that emphasize low cost and high reliability.
Wagner, Douglas A.↗
The Economics of Advanced In-Space Propulsion
The cost of access to space is the single biggest driver is commercial space sector. NASA continues to invest in both launch technology and in-space propulsion. Low-cost launch systems combined with advanced in-space propulsion offer the greatest potential market capture. Launch market capture is critical to national security and has a significant impact on domestic space sector revenue. NASA typically focuses on pushing the limits on performance. However, the commercial market is driven by maximum net revenue (profits). In order to maximum the infusion of NASA investments, the impact on net revenue must be known. As demonstrated by Boeing's dual launch, the Falcon 9 combined with all Electric Propulsion (EP) can dramatically shift the launch market from foreign to domestic providers.
electric propulsion↗
Performance and Environmental Assessment of an Advanced Aircraft with Open Rotor Propulsion
Application of high speed, advanced turboprops, or "propfans," to transonic transport aircraft received significant attention during the 1970s and 1980s when fuel efficiency was the driving focus of aeronautical research. Unfortunately, after fuel prices declined sharply there was no longer sufficient motivation to continue maturing this technology. Recent volatility in fuel prices and increasing concern for aviation s environmental impact, however, have renewed interest in unducted, open rotor propulsion. Because of the renewed interest in open rotor propulsion, the lack of publicly available up-to-date studies assessing its benefits, and NASA s focus on reducing fuel consumption, a preliminary aircraft system level study on open rotor propulsion was initiated to inform decisions concerning research in this area. New analysis processes were established to assess the characteristics of open rotor aircraft. These processes were then used to assess the performance, noise, and emissions characteristics of an advanced, single-aisle aircraft using open rotor propulsion. The results of this initial study indicate open rotor engines have the potential to provide significant reductions in fuel consumption and landing-takeoff cycle NOX emissions. Noise analysis of the study configuration indicates that an open rotor aircraft in the single-aisle class would be able to meet current noise regulations with margin.
Guynn, Mark D.↗
Propulsion technology needs for advanced space transportation systems
Plans have been formulated for chemical propulsion technology programs to meet the needs of advanced space transportation systems during the two decades from 1980 to the year 2000. The many possible vehicle applications have been reviewed and cataloged to isolate the common threads of primary propulsion technology that will satisfy near term requirements in the first decade and at the same time establish the technology groundwork for various potential far term applications in the second decade. Two thrust classes of primary propulsion engines are apparent: (1) 5,000 to 30,000 pounds thrust for upper stages and space maneuvering; (2) large booster engines of over 250,000 pounds thrust. Six major classes of propulsion systems and the important subdivisions of each class have been identified. The relative importance of each class is discussed in terms of the number of potential applications, the likelihood of that application materializing, and the criticality of the technology needed. Specific technology programs are described and scheduled to fulfill the anticipated primary propulsion technology requirements of the period.
Gregory, J. W.↗
A white paper: Operational efficiency. New approaches to future propulsion systems
Advanced launch systems for the next generation of space transportation systems (1995 to 2010) must deliver large payloads (125,000 to 500,000 lbs) to low earth orbit (LEO) at one tenth of today's cost, or 300 to 400 $/lb of payload. This cost represents an order of magnitude reduction from the Titan unmanned vehicle cost of delivering payload to orbit. To achieve this sizable reduction, the operations cost as well as the engine cost must both be lower than current engine system. The Advanced Launch System (ALS) is studying advanced engine designs, such as the Space Transportation Main Engine (STME), which has achieved notable reduction in cost. The results are presented of a current study wherein another level of cost reduction can be achieved by designing the propulsion module utilizing these advanced engines for enhanced operations efficiency and reduced operations cost.
Rhodes, Russel↗
Application of selection techniques to electric-propulsion options on an advanced synchronous satellite
This paper addresses the comparison of several candidate auxiliary-propulsion systems and system combinations for an advanced synchronous satellite. Economic selection techniques, evolved at the Jet Propulsion Laboratory, are used as a basis for system option comparisons. Electric auxiliary-propulsion types considered include pulsed plasma and ion bombardment, with hydrazine systems used as a state-of-the-art reference. Current as well as projected electric-propulsion system performance data are used, as well as projected hydrazine system costs resulting from NASA standardization program projections.
Holcomb, L. B.↗
Advanced Earth-to-Orbit Propulsion Technology 1986, volume 2
Technology issues related to oxygen/hydrogen and oxygen/hydrocarbon propulsion are addressed. Specific topics addressed include: rotor dynamics; fatigue/fracture and life; bearings; combustion and cooling processes; and hydrogen environment embrittlement in advanced propulsion systems.
Richmond, R. J.↗
Power Requirements Determined for High-Power-Density Electric Motors for Electric Aircraft Propulsion
Future advanced aircraft fueled by hydrogen are being developed to use electric drive systems instead of gas turbine engines for propulsion. Current conventional electric motor power densities cannot match those of today s gas turbine aircraft engines. However, if significant technological advances could be made in high-power-density motor development, the benefits of an electric propulsion system, such as the reduction of harmful emissions, could be realized.
Johnson, Dexter↗
Electric propulsion for constellation deployment and spacecraft maneuvering
This paper outlines the near-term (1990s) advantages of electric propulsion for two SDI missions: (1) the launch of a constellation of spacecraft, and (2) continual spacecraft defensive maneuvering. Ammonia arcjet and Xe-ion electric propulsion systems are compared to advanced chemical propulsion for each of these missions. The number of launch vehicles required for constellation deployment can be reduced by up to a factor of 2 when electric propulsion upper stages are used in place of advanced upper stages. Electric propulsion can provide significant benefits when used for continuous defensive maneuvering by enabling a large reduction in the initial spacecraft mass.
Deininger, W. D.↗
Implementation Guide of Customer-Focused Key Performance Indicators for Electric Vehicle Charging
This report describes how individual and unique messages that are sent over in OCPP sessions and/or transactions are used to calculate the interim set of key performance indicators (KPI) established by ChargeX Consortium’s Working Group 1: Defining the Charging Experience in the report entitles “Customer-Focused Key Performance Indicators for Electric Vehicle Charging.
33 - ADVANCED PROPULSION SYSTEMS↗
Customer-Focused Key Performance Indicators for Electric Vehicle Charging
To systematically improve the public charging experience, EV charging industry stakeholders need to define and measure it precisely. Many stakeholders currently measure aspects of the charging experience, but they typically employ metrics that are either operational in nature, such as charger uptime and mean time between failures, or composite customer satisfaction indices. To improve the customer experience most effectively, the industry needs metrics that define the charging experience from the perspective of the customer, not business operations. Furthermore, industry practitioners need granular metrics to know what specific aspects of the charging experience need improvement. This report defines such customer-focused metrics, called key performance indicators (KPIs).
33 - ADVANCED PROPULSION SYSTEMS↗
Key Performance Indicators for Vehicle Grid Integration
Electric vehicle (EV) sales account for a rapidly growing portion of the light-duty vehicle market and a portion of medium and heavy-duty fleet vehicles. However, in many locations, charging stations will require costly utility grid upgrades with long lead times. Today, there are a few methods of smart charge management (SCM) which can reduce the costs and wait times for electric vehicle supply equipment (EVSE) interconnection approvals, as well as reduce impacts of the charging stations on the grid and on EV driver transportation costs. It is crucial for the EV charging industry to understand the vehicle grid integration (VGI) requirements for EVSE to prevent adverse impacts from EVSE interconnections and assure that charging loads and interconnections are affordable.
33 - ADVANCED PROPULSION SYSTEMS↗
Data Quality Assessment of Optiwatt Vehicle Telematics Data
In October 2024, the Idaho National Laboratory (INL) received data from Optiwatt (Compass Global, Inc.) describing the driving and charging behavior of electric vehicle (EV) drivers. The data shared had been collected from approximately 10,000 vehicles and included vehicle specifications, driving information like odometer readings at the beginning and end of origin-destination pairs (i.e., trips with identification of home for trip start and end for Tesla vehicles), and charging information such as charging energy consumed per charge session and if the charge occurred at home. The vehicle data were provided from 9 EV makes and 18 EV models, with production years ranging from 2012–2024, but more than 9,500 of the vehicles were Tesla EVs. The data includes more than six million trips and more than three million charging events that occurred between June 2023 to Aug 2024 and collected from California and the Eastern United States. The purpose of this report is to review the quality of the data received from Optiwatt and the feedback INL received from Optiwatt after data concerns were shared with them.
33 - ADVANCED PROPULSION SYSTEMS↗
Livewire Data Platform File Standards Version 1.0
This living document describes required and recommended standards for data additions to the Livewire Data Platform (https://livewire.energy.gov/). Adherence to the standards described enables development of automated analysis and discovery tools for Livewire data and will facilitate development of future capabilities for delivering data that can be tailored to meet user needs.
33 - ADVANCED PROPULSION SYSTEMS↗
Evaluation Methods for Electric Vehicle Charging: Assessing EVSE Reliability Using EVSE Session Data
Development of metrics that are relevant to track to validate and evaluate charging use (session) data, mathematical definitions of these metrics assuming charging use data is provide in the EV-ChART format, and a methodology of interpreting the metrics and determining when corrective action is necessary.
33 - ADVANCED PROPULSION SYSTEMS↗
Advanced mission applications of nuclear electric propulsion
Current analysis of advanced unmanned planetary missions in the 1980's and beyond indicate the need for propulsion systems with performance capabilities beyond those of current and near state-of-art. One propulsion system concept being considered to fill this need is nuclear electric low thrust propulsion (NEP). Two different NEP system power levels are considered for performance analysis: 100 kw and 250 kw. The 100 kw NEP system uses a Centaur(D-1T) chemical stage for injection to an interplanetary transfer and the 250 kw system uses a spiral escape maneuver. Performance comparison is in general made on the basis of net payload at the target as a function of flight time. NEP performance is shown for unconstrained and constrained (20,000 hours) thrusting time. Specific impulse is optimized and ranges from 4000 sec to 7000 sec.
Spadoni, D. J.↗
Aerodynamics of the advanced launch system (ALS) propulsion and avionics (P/A) module
This paper discusses the design and testing of candidate Advanced Launch System (ALS) Propulsion and Avionics (P/A) Module configurations. The P/A Module is a key element of future launch systems because it is essential to the recovery and reuse of high-value propulsion and avionics hardware. The ALS approach involves landing of first stage (booster) and/or second stage (core) P/A modules near the launch site to minimize logistics and refurbishment cost. The key issue addressed herein is the aerodynamic design of the P/A module, including the stability characteristics and the lift-to-drag (L/D) performance required to achieve the necessary landing guidance accuracy. The reference P/A module configuration was found to be statically stable for the desired flight regime, to provide adequate L/D for targeting, and to have effective modulation of the L/D performance using a body flap. The hypersonic aerodynamic trends for nose corner radius, boattail angle and body flap deflections were consistent with pretest predictions. However, the levels for the L/D and axial force for hypersonic Mach numbers were overpredicted by impact theories.
Ferguson, Stan↗