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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 685 records · Page 38
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

Heat pipe and surface mass transfer cooling of hypersonic vehicle structures

The problem of determining the feasibility of cooling hypersonic vehicle leading-edge structures exposed to severe aerodynamic surface heating using heat pipe and mass transfer cooling techniques is addressed. A description is presented of a numerical finite-difference-based hypersonic leading-edge cooling model incorporating poststartup liquid metal heat pipe cooling with surface transpiration and film cooling to predict the transient structural temperature distributions and maximum surface temperatures of hypersonic vehicle leading edge. An application of this model to the transient cooling of a typical aerospace plane wing leading-edge section. The results of this application indicated that liquid metal heat pipe cooling alone is insufficient to maintain surface temperatures below an assumed maximum level of 1800 K for about one-third of a typical aerospace plane ascent trajectory through the earth's atmosphere.

Colwell, Gene T.↗
NASA NTRS1974

Thermal-Structural Evaluation of TD Ni-20Cr Thermal Protection System Panels

The results of a thermal-structural test program to verify the performance of a metallic/radiative Thermal Protection System (TPS) under reentry conditions are presented. This TPS panel is suitable for multiple reentry, high L/D space vehicles, such as the NASA space shuttle, having surface temperatures up to 1200 C (2200 F). The TPS panel tested consists of a corrugation-stiffened, beaded-skin TD Ni-20Cr metallic heat shield backed by a flexible fibrous quartz and radiative shield insulative system. Test conditions simulated the critical heating and aerodynamic pressure environments expected during 100 repeated missions of a reentry vehicle. Temperatures were measured during each reentry cycle; heat-shield flatness surveys to measure permanent set of the metallic components were made every 10 cycles. The TPS panel, in spite of localized surface failures, performed its designated function.

Eidinoff, H. L.↗
NASA NTRS1972

Space shuttle orbiter reentry flow field and heating analysis

The reentry flow field and thermal environment around the straight wing shuttle orbiter vehicle were determined. Both rarefied and continuum flow fields and associated heating rates on various configurations representative of the orbiter at high angle of attack were calculated. Rarefied flow fields and heating rates were computed by the Monte Carlo direct simulation technique for altitudes above 82.3 km. Continuum inviscid flow fields were calculated by 2-D unsteady and 3-D steady finite difference/artificial viscosity methods and also by a 2-D shock layer analysis technique. Viscous flow fields and heating rates in the continuum regime were computed by a boundary layer integral matrix method for laminar flow and by an aerodynamic surface heating technique for turbulent flow. Shapes considered in the study included flat plates (representing the underside of the orbiter fuselage or the wing MAC), orbiter fuselage cross sections, orbiter wing airfoils, and 3-D orbiter configurations, all at high angle of attack (40 - 60 deg). The theoretical results showed good agreement with measured pressure and heat transfer data.

Rochelle, W. C.↗
NASA NTRS1972

Ascent heat transfer rate distribution on the North American Rockwell delta wing orbiter and the General Dynamics/Convair booster at a Mach number of 8 (mated)

A wind tunnel test program to determine aerodynamic interference heating on the North American Rockwell orbiter mated with the General Dynamics Convair booster is discussed. The tests were conducted at the Arnold Engineering Development Center (AEDC) in Tunnel B of the von Karman Gas Dynamics Facility (VKF). The test period was June 1971. Heat-transfer rates were determined by the phase-change paint technique on 0.013-scale Stycast models using Tempilaq as the surface temperature indicator. The nominal test conditions were: Mach 8, free-stream unit length Reynolds numbers of 1.25 x one million and 2.55 x one million angles of attack of -5, 0, +5 deg. Model details, test conditions, phase-change paint photographs and reduced heat-transfer coefficients are presented.

Matthews, R. K.↗
NASA NTRS1983

Reynolds number effects on pressure loss and turbulence characteristics of four tube-bundle heat exchangers

The aerodynamic characteristics of pressure loss and turbulence on four tube-bundle configurations representing heat-exchanger geometries with nominally the same heat capacity were measured as a function of Reynolds numbers from about 4000 to 400,000 based on tube hydraulic diameter. Two configurations had elliptical tubes, the other two had round tubes, and all four had plate fins. The elliptical-tube configurations had lower pressure loss and turbulence characteristics than the round-tube configurations over the entire Reynolds number range.

Gentry, L., Jr.↗
NASA NTRS2006

Materials Needs for Future In-Space Propulsion Systems

NASA's In-Space Propulsion Technology Project is developing the next generation of in-space propulsion systems in support of robotic exploration missions throughout the solar system. The propulsion technologies being developed are non-traditional and have stressing materials performance requirements. Earth-storable bipropellant performance is constrained by temperature limitations of the columbium used in the chamber. Iridium/rhenium (Ir/Re) is now available and has been implemented in initial versions of Earth- Storable rockets with specific impulses about 10 seconds higher than columbium rocket chambers. New chamber fabrication methods that improve process and performance of Ir/Re and other promising material systems are needed. The solar sail is a propellantless propulsion system that gains momentum by reflecting sunlight. The sails need to be very large in area (from 10000 sq m up to 62500 sq m) yet be very lightweight in order to achieve adequate accelerations for realistic mission times. Lightweight materials that can be manufactured in thicknesses of less than 1 micron and that are not harmed by the space environment are desired. Blunt Body Aerocapture uses aerodynamic drag to slow an approaching spacecraft and insert it into a science orbit around any planet or moon with an atmosphere. The spacecraft is enclosed by a rigid aeroshell that protects it from the entry heating and aerodynamic environment. Lightweight, high-temperature structural systems, adhesives, insulators, and ablatives are key components for improving aeroshell efficiencies at heating rates of 1000-2000 W/sq cm and beyond. Inflatable decelerators in the forms of ballutes and inflatable aeroshells will use flexible polymeric thin film materials, high temperature fabrics, and structural adhesives. The inflatable systems will be tightly packaged during cruise and will be inflated prior to entry interface at the destination. Materials must maintain strength and flexibility while packaged at cold temperatures (-100 C) for up to 10 years and then withstand the high temperatures (500 C) encountered during aerocapture.

Johnson, Les↗
NASA NTRS2008

Materials Needs for Future In-space Propulsion Systems

NASA is developing the next generation of in-space propulsion systems in support of robotic exploration missions throughout the solar system. The propulsion technologies being developed are non-traditional and have stressing materials performance requirements. (Chemical Propulsion) Earth-storable chemical bipropellant performance is constrained by temperature limitations of the columbium used in the chamber. Iridium/rhenium (Ir/Re) is now available and has been implemented in initial versions of Earth-Storable rockets with specific impulses (Isp) about 10 seconds higher than columbium rocket chambers. New chamber fabrication methods that improve process and performance of Ir/Re and other promising material systems are needed. (Solar Sail Propulsion) The solar sail is a propellantless propulsion system that gains momentum by reflecting sunlight. The sails need to be very large in area (from 10000 m2 up to 62500 m2) yet be very lightweight in order to achieve adequate accelerations for realistic mission times. Lightweight materials that can be manufactured in thicknesses of less than 1 micron and that are not harmed by the space environment are desired. (Aerocapture) Blunt Body Aerocapture uses aerodynamic drag to slow an approaching spacecraft and insert it into a science orbit around any planet or moon with an atmosphere. The spacecraft is enclosed by a rigid aeroshell that protects it from the entry heating and aerodynamic environment. Lightweight, high-temperature structural systems, adhesives, insulators, and ablatives are key components for improving aeroshell efficiencies at heating rates of 1000-2000 W/cu cm and beyond. Inflatable decelerators in the forms of ballutes and inflatable aeroshells will use flexible polymeric thin film materials, high temperature fabrics, and structural adhesives. The inflatable systems will be tightly packaged during cruise and will be inflated prior to entry interface at the destination. Materials must maintain strength and flexibility while packaged at cold temperatures (_100oC) for up to 10 years and then withstand the high temperatures (500oC) encountered during aerocapture. The presentation will describe the status of each propulsion technology and summarize the materials needed for their implementation.

Johnson, Charles Les↗
NASA NTRS2002

Optimal Design of Functionally Graded Metallic Foam Insulations

The focus of our work has been on developing an insight into the physics that govern the optimum design of thermal insulation for use in thermal protection systems of launch vehicle. Of particular interest was to obtain optimality criteria for designing foam insulations that have density (or porosity) distributions through the thickness for optimum thermal performance. We investigate the optimum design of functionally graded thermal insulation for steady state heat transfer through the foam. We showed that the heat transfer in the foam has competing modes, of radiation and conduction. The problem assumed a fixed inside temperature of 400 K and varied the aerodynamic surface heating on the outside surface from 0.2 to 1.0 MW/sq m. The thermal insulation develops a high temperature gradient through the thickness. Investigation of the model developed for heat conduction in foams showed that at high temperatures (as on outside wall) intracellular radiation dominates the heat transfer in the foam. Minimizing radiation requires reducing the pore size, which increases the density of the foam. At low temperatures (as on the inside wall), intracellular conduction (of the metal and air) dominates the heat transfer. Minimizing conduction requires increasing the pore size. This indicated that for every temperature there was an optimum value of density that minimized the heat transfer coefficient. Two optimization studies were performed. One was to minimize the heat transmitted though a fixed thickness insulation by varying density profiles. The second was to obtain the minimum mass insulation for specified thickness. Analytical optimality criteria were derived for the cases considered. The optimality condition for minimum heat transfer required that at each temperature we find the density that minimizes the heat transfer coefficient. Once a relationship between the optimum heat transfer coefficient and the temperature was found, the design problem reduced to the solution of a simple nonlinear differential equation. Preliminary results of this work were presented at the American Society of Composites meeting, and the final version was submitted for publication in the AIAA Journal. In addition to minimizing the transmitted heat, we investigated the optimum design for minimum weight given an acceptable level of heat transmission through the insulation. The optimality criterion developed was different from that obtained for minimizing beat transfer coefficient. For minimum mass design, we had to find for a given temperature the optimum density, which minimized the logarithmic derivative of the insulation thermal conductivity with respect to its density. The logarithmic derivative is defined as the ratio of relative change in the dependent response (thermal conductivity) to the relative change in the independent variable (density). The results have been documented as a conference paper that will be presented at the upcoming AIAA.

Haftka, Raphael T.↗
NASA NTRS1976

Results of heat transfer tests of a 0.0175-scale space shuttle vehicle 5 model (60-OTS) in the NASA-Ames Research Center 3.5-foot hypersonic wind tunnel (test IH48)

Heat transfer data are presented for a .0175-scale model of the Rockwell International Space Shuttle Vehicle 5. The primary purpose of these tests was to obtain aerodynamic interference heating data on the external tank in the tank alone, second-, and first-stage configurations. Data were also obtained on the Orbiter and solid rocket boosters. Nominal Mach Nos. of 5.2 and 5.3 at nominal freestream unit Reynolds numbers of 1.5 and 5.0 million per foot, respectively, were investigated. Photographs of the tested configurations and test equipment are shown.

Dye, W. H.↗
NASA NTRS2007

Aerocapture Inflatable Decelerator for Planetary Entry

Forward Attached Inflatable Decelerators, more commonly known as inflatable aeroshells, provide an effective, cost efficient means of decelerating spacecrafts by using atmospheric drag for aerocapture or planetary entry instead of conventional liquid propulsion deceleration systems. Entry into planetary atmospheres results in significant heating and aerodynamic pressures which stress aeroshell systems to their useful limits. Incorporation of lightweight inflatable decelerator surfaces with increased surface-area footprints provides the opportunity to reduce heat flux and induced temperatures, while increasing the payload mass fraction. Furthermore, inflatable aeroshell decelerators provide the needed deceleration at considerably higher altitudes and Mach numbers when compared with conventional rigid aeroshell entry systems. Inflatable aeroshells also provide for stowage in a compact space, with subsequent deployment of a large-area, lightweight heatshield to survive entry heating. Use of a deployable heatshield decelerator enables an increase in the spacecraft payload mass fraction and may eliminate the need for a spacecraft backshell.

Reza, Sajjad↗
NASA NTRS2007

Aerocapture Inflatable Decelerator (AID)

Forward Attached Inflatable Decelerators, more commonly known as inflatable aeroshells, provide an effective, cost efficient means of decelerating spacecrafts by using atmospheric drag for aerocapture or planetary entry instead of conventional liquid propulsion deceleration systems. Entry into planetary atmospheres results in significant heating and aerodynamic pressures which stress aeroshell systems to their useful limits. Incorporation of lightweight inflatable decelerator surfaces with increased surface-area footprints provides the opportunity to reduce heat flux and induced temperatures, while increasing the payload mass fraction. Furthermore, inflatable aeroshell decelerators provide the needed deceleration at considerably higher altitudes and Mach numbers when compared with conventional rigid aeroshell entry systems. Inflatable aeroshells also provide for stowage in a compact space, with subsequent deployment of a large-area, lightweight heatshield to survive entry heating. Use of a deployable heatshield decelerator not only enables an increase in the spacecraft payload mass fraction and but may also eliminate the need for a spacecraft backshell and cruise stage. This document is the viewgraph slides for the paper's presentation.

Reza, Sajjad↗