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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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Recently-developed electrical receptacle has internal sliding protective cover that prevents accidental contact with live terminals. Sliding protective cover is used in combination with modified male plug. Design provides excellent protector against electrical shock and should interest manufacturers of electrical connectors.
The addition of an electric thrust subsystem to the spin-stabilized Pioneer F and G spacecraft to improve performance capability for certain missions is discussed. The evaluation was performed for the Atlas and Titan launch vehicles with Centaur and TE-364-4 stages and for electric thrust stages of 8- and 5-kw with three 30- and five 15-cm thrusters respectively. The combination of a spinning spacecraft with electric propulsion is a concept only recently evaluated and the penalty from spinning over three-axis stabilized is not as significant as might initally be thought. There are major gains in weight, cost, and reliability, the disadvantages being lower data rate during the thrust phase and less efficient pointing. A variety of missions were evaluated from a solar approach mission into 0.14 AU to a flyby mission of Neptune at approximately 30 AU. Performance improvements were present for all missions evaluated.
The qualitative properties of an open magnetosphere and its electric field are examined and compared to a simple model of a dipole in a constant field and to actual observations. Many of these properties are found to depend on the separatrix, a curve connecting neutral points and separating different field-line regimes. In the simple model, the electric field in the central polar cap tends to point from dawn to dusk for a wide choice of external fields. Near the boundary of the polar cap electric equipotentials curve and become crescent-shaped, which may explain the correlation of polar magnetic variations with the azimuthal component of the interplanetary magnetic field, reported by Svalgaard. Modifications expected to occur in the actual magnetosphere are also investigated: in particular, it appears that bending of equipotentials may be reduced by cross-field flow during the merging of field lines and that open field lines connected to the polar caps emerge from a long and narrow slot extending along the tail.
Efforts to develop and test a thrust vector control system TVCS for a solar-energy-powered ion engine array are described. The results of solar electric propulsion system technology (SEPST) III real-time tests of present versions of TVCS hardware in combination with computer-simulated attitude dynamics of a solar electric multi-mission spacecraft (SEMMS) Phase A-type spacecraft configuration are summarized. Work on an improved solar electric TVCS, based on the use of a state estimator, is described. SEPST III tests of TVCS hardware have generally proved successful and dynamic response of the system is close to predictions. It appears that, if TVCS electronic hardware can be effectively replaced by control computer software, a significant advantage in control capability and flexibility can be gained in future developmental testing, with practical implications for flight systems as well. Finally, it is concluded from computer simulations that TVCS stabilization using rate estimation promises a substantial performance improvement over the present design.
The results are summarized of a research program on electrical materials for advanced space electric power systems. The areas investigated included improved high-temperature magnetic materials, high-temperature capacitor materials, ceramic-to-metal bore-seal technology, and simulated-space environmental testing of electric-power system components
Knowledge of the electric field in the vicinity of a spacecraft provides necessary corrections to measurements of ambient fields and charged particle fluxes and a required parameter to understand the motion of dust particles and grains around the spacecraft. The complex problem of the entire electric field, needed for grain transport calculations, is treated for the one-dimensional case. By approximations to the analysis of a photo-emitting plate immersed in a dilute plasma, explicit expressions for the potential and the electric field were derived. The two classes of implicit solutions for the potential reported by them are shown to yield essentially identical results for the conditions in our solar system. The values were obtained following assumptions of a later paper by Guernsey and Fu, in which the emitted photoelectron distribution is taken as Maxwellian. These results are compared with a simple model due to Grand and Tunaley, wherein the effect of the dilute plasma is neglected entirely.
Electric-field payloads were flown simultaneously on two balloons from Great Whale River, Canada, on September 21, 1971, to provide data at two points in the upper atmosphere that differed in altitude by more than one atmospheric density scale height and in horizontal position by 30-140 km. The altitude dependences in the two sets of data prove conclusively that the vertical electric field at balloon altitudes stems from fair-weather atmospheric electricity sources and that the horizontal fields are mapped down ionospheric fields, since the weather-associated horizontal fields were smaller than 2 mV/m.
This paper describes a solar-electric power and active thermal control system for spacecraft with solar energy to electricity conversion efficiency of more than 20%. Briefly, the solar heat energy is absorbed by flat plate collectors yielding above 70% of the energy incident for conversion by an organic condensing cycle. The cycle operates between 132 and 6.67 deg C. The working fluid is F-114 which flows through a solar collector to absorb heat, then through a regenerator and into the radiator where it is condensed to a liquid. The cold liquid flows through two paths, one providing regenerator cooling, the other providing spacecraft thermal control. The system total weight is about 170kg/kW of electrical energy produced. The dynamic system replaces batteries by a thermal capacitor for eclipse period energy storage, thereby eliminating many battery charging and control problems as well as improving efficiency and weight characteristics of the system.
This paper summarizes the preliminary design studies of unmanned electric propulsion spacecraft, with primary emphasis on the in-core thermionic reactor power subsystem. A 70-kWe power subsystem, with an external-fuel thermionic reactor, is shown integrated into a large L/D (about 20) electric propulsion spacecraft. The 70-kWe spacecraft is designed for launch to earth escape with a Titan-Centaur. Two 300-kWe reactor designs (external-fuel and flashlight designs from Atomic Energy Commission contracted studies) are integrated into 270-kWe electric propulsion spacecraft. The 270-kWe spacecraft are designed for launch to a 700-nmi earth orbit with a Titan III-C/7 booster. The 70-kWe thermionic reactor power subsystem is also conceptually shown as a space base power plant.
From an examination of about 1000 electric field wave forms produced by lightning return strokes in 16 storms at distances between 20 and 100 km from an observation site at the Kennedy Space Center, Florida, a typical return stroke current wave form is derived. For this current wave form, the electric field intensity at distances between 0.5 and 100 km is computed for three values of return stroke velocity. The resultant curves for close lightning are compared with measured field wave forms. The transmission line return stroke model is used in all calculations since, as discussed, the Bruce-Golde model cannot account for the observed electric field characteristics.
Interactive effects between electric thruster units and a Solar Electric Pioneer (SEP) spacecraft science payload are investigated. Studied effects include magnetic contamination (steady state), electric contamination (steady state and time varying) and particle contamination of regions in and around the spacecraft. Conducted electromagnetic interference is measured for thrusters powered with prototype power processing units and radio frequency interference effects between the thruster and the omnidirectional low gain antenna are determined. Material deposition and transport of thruster propellant ions and atoms and charge exchange metal ions and atoms are also experimentally determined. Large scale environmental effects between the plasma thrust beam and the particles and fields in interplanetary space are discussed. Contaminant reduction techniques are proposed, and both laboratory and in-space interactive effects tests are suggested.
Techniques to calculate the transfer functions relating lightning-induced voltages in aircraft electrical circuits to aircraft physical characteristics and lightning current parameters are discussed. The analytical work was carried out concurrently with an experimental program of measurements of lightning-induced voltages in the electrical circuits of an F89-J aircraft. A computer program, ETCAL, developed earlier to calculate resistive and inductive transfer functions is refined to account for skin effect, providing results more valid over a wider range of lightning waveshapes than formerly possible. A computer program, WING, is derived to calculate the resistive and inductive transfer functions between a basic aircraft wing and a circuit conductor inside it. Good agreement is obtained between transfer inductances calculated by WING and those reduced from measured data by ETCAL. This computer program shows promise of expansion to permit eventual calculation of potential lightning-induced voltages in electrical circuits of complete aircraft in the design stage.
Atmospheric electricity must be considered in the design, transportation, and operation of aerospace vehicles. The effect of the atmosphere as an insulator and conductor of high voltage electricity, at various atmospheric pressures, must also be considered. The vehicle can be protected as follows: (1) By insuring that all metallic sections are connected by electrical bonding so that the current flow from a lightning stroke is conducted over the skin without any gaps where sparking would occur or current would be carried inside; (2) by protecting buildings and other structures on the ground with a system of lightning rods and wires over the outside to carry the lightning stroke into the ground; (3) by providing a zone of protection for launch complexes; (4) by providing protection devices in critical circuits; (5) by using systems which have no single failure mode; and (6) by appropriate shielding of units sensitive to electromagnetic radiation.
The interactive effects between a solar electric propulsion system and an electrically propelled scientific spacecraft were examined. The operation of the ion thrusters may impact upon the acquisition and interpretation of data by the science payload of the spacecraft. The effluents from the operation of the electric propulsion unit may also impact upon the operation of the various subsystems of the vehicle. Specific interactive effects were isolated where meaningful levels of interaction may occur. The level of impact upon elements of the science payload and other affected subsystems is examined, and avenues for the reduction or elimination of impact are defined.
The work is described which was performed on the design, analysis and performance of a 20 kW rollup solar array capable of meeting the design requirements of a solar electric spacecraft for the 1980 Encke rendezvous mission. To meet the high power requirements of the proposed electric propulsion mission, solar arrays on the order of 186.6 sq m were defined. Because of the large weights involved with arrays of this size, consideration of array configurations is limited to lightweight, large area concepts with maximum power-to-weight ratios. Items covered include solar array requirements and constraints, array concept selection and rationale, structural and electrical design considerations, and reliability considerations.
The Harang discontinuity, the area separating the positive and negative bay regions in the midnight sector of the auroral zone, is a focal point for changes in behavior of many phenomena. Through this region the electric field rotates through the west from a basically northward field in the positive bay region to a basically southward field in the negative bay region, appearing as a reversal in a single axis measurement; 32 of these reversals have been identified in the OGO-6 data from November and December, 1969. The discontinuity is dynamic in nature, moving southward and steepening its latitudinal profile as magnetic activity is increased. As activity decreases it relaxes poleward and spreads out in latitudinal width. It occurs over several hours of magnetic local time. The boundary in the electric field data is consistent with the reversal of ground magnetic disturbances from a positive to negative bay condition. The discontinuity is present in the electric field data both during substorms and during quiet times and appears to define a pattern on which other effects can occur.
A series of electric field measurements is reported which was obtained from the Injun 5 satellite along with a simultaneous magnetic disturbance observed in the interplanetary medium and on the ground during a magnetic substorm. The substorm analyzed took place on February 24, 1970. Prior to the onset of the substorm a greatly enhanced anti-sunward plasma flow was observed over the polar cap. The enhanced plasma flow occurred about 30 minutes after a switch in the direction of the interplanetary magnetic field from northward to southward. The electric fields across the polar cap immediately before and during the substorm were essentially unchanged indicating that an enhancement in the ionospheric conductivity rather than the electric field must be responsible for the large increase in the auroral electrojet current during the substorm.
Because of the high vibration level occurring during the running of electric locomotives, mechanical defects occur in the control mechanisms of auxiliary services. This fact has given rise to the necessity of determining the values of these vibrations in electric locomotives during their running. Measurements were conducted on the Craiova-Drobeta-Turnu Severin line, and measures to reduce the vibration level in electric locomotives were instituted.