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NASA s Vision for Space Exploration Replace the Space Shuttle for missions to ISS. Return to the Moon. Allow manned exploration of Mars. Apollo-like configuration. Blunt-body heat shield. Conical backshell. CEV requires seal development. Prevent ingestion of reentry gases. Prevent loss of habitable atmosphere.
This report is part of series describing a variety of different ResStock(TM) measures. "Measures" refers to energy efficiency retrofits that can be applied to buildings during modeling. This documentation covers the "Light Envelope" measure upgrade methodology and briefly discusses key results. All results can be accessed on the ResStock Open Energy Data Initiative "End-Use Load Profiles for the U.S. Building Stock" data lake and on the data viewer at resstock.nlr.gov.
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This viewgraph presentation presents the following results: (1) The analytical results overpredict the experimental results for the direct stiffness values and incorrectly predict increasing stiffness with decreasing pressure ratios. (2) Theory correctly predicts increasing cross-coupled stiffness, K(sub YX), with increasing eccentricity and inlet preswirl. (3) Direct damping, C(sub XX), underpredicts the experimental results, but the analytical results do correctly show that damping increases with increasing eccentricity. (4) The whirl frequency values predicted by theory are insensitive to changes in the static eccentricity ratio. Although these values match perfectly with the experimental results at 16,000 rpm, the results at the lower speed do not correspond. (5) Theoretical and experimental mass flow rates match at 5000 rpm, but at 16,000 rpm the theoretical results overpredict the experimental mass flow rates. (6) Theory correctly shows the linear pressure profiles and the associated entrance losses with the specified rotor positions.
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Pressure-energized seal rings intended to withstand flows better than do conventional pressure-energized seal rings have been conceived. The concept applies, more specifically, to seal rings used on some valve stems, pistons, and the like. A conventional pressure-energized seal ring generally has a U-shaped cross section and consists of an elastomer or other suitable polymer with an embedded metal energizing spring (see Figure 1). The working fluid from the high-pressure side that one seeks to seal is allowed into the U-shaped cavity, so that the pressure pushes the sides of the seal ring tighter against the gland and body sealing surfaces, thereby increasing the degree of sealing. Unfortunately, when the seal ring is exposed to flow of the working fluid, under some conditions, the flow grabs the lip of the U-shaped cross section and ejects or deforms the seal ring so that, thereafter, a proper seal is not obtained. Figure 2 depicts one of several alternative seal rings according to the present concept. One element of the concept is to modify the U-shaped cross section from that of the corresponding conventional seal ring to eliminate the exposed lip and prevent entry of the working fluid into the U-shaped cavity. Unlike in the conventional seal, pressurized fluid would not push the seal ring directly against the both gland and body sealing surfaces. Instead, the pressure would directly push the seal ring against a gland sealing surface only. In so doing, the pressure would squash the seal ring into a smaller volume bounded by the gland and body sealing surfaces, and would thereby indirectly press the seal ring more tightly against the body sealing surface. To enhance the desired squashing deformation, a spring having an approximately parallelogram cross section would be embedded in the modified U-shaped cavity. As the pressure pushed two corners of the approximate parallelogram closer together along the axis of the seal ring, the other two corners of the approximate parallelogram would be pushed farther apart along a radius of the ring, thereby causing the polymeric ring material to push radially harder against the body sealing surface. From the radially innermost corner of the approximate parallelogram, the spring material would extend radially, then axially into recesses in the seal gland. These extensions would help to restrain the seal ring against ejection. A seat retainer would hold the sealing ring in the gland and form a mechanical compression seal to prevent or at least reduce leakage of pressurized fluid into the cavity behind the seal. However, because there would likely be a little leakage, the cavity behind the seal should be vented to the low pressure side to prevent buildup of pressure in the cavity over time; otherwise, the built-up pressure could cause ejection of the seal ring when the pressure on the high-pressure side was reduced. Polymeric seal-ring materials may not be able to withstand working conditions in applications that involve abrasive and/or hot working fluids. For such applications, all-metal seal rings may be preferred. The bottom part of Figure 2 shows one example of an alternative gland configuration with an all-metal seal ring.
Future turbine engines and industrial systems will be operating at increased temperatures to achieve more demanding efficiency and performance goals. In the highest temperature sections of the engine new material systems such as ceramics and intermetallics are being considered to withstand the harsh thermal environment. Components constructed of these low expansion-rate materials experience thermal strains and a resulting reduction of life when rigidly attached to high expansion-rate, superalloy support structures. Seals are being designed to both seal and to serve as compliant mounts allowing for relative thermal growths between high temperature but brittle primary structures and the surrounding support structures. Previous seal research yielded several braided rope seal designs which demonstrated the ability to both seal and serve as a compliant mount. The hybrid seal was constructed of an all-ceramic (alumina-silica) core overbraided with a superalloy wire sheath (cobalt based superalloy). The all ceramic seal was constructed of an all-ceramic (alumina-silica) core overbraided with multiple ceramic (alumina-silica) sheath layers. Program goals for braided rope seals are to improve flow resistance and/or seal resilience. To that end, the current report studies the test results of: baseline and modified hybrid seals; two stage hybrid and two stage all-ceramic seal configurations; and single stage hybrid and single stage all-ceramic seal configurations for a range of seal crush conditions. Hybrid seal modifications include increasing the sheath braid angle and core coverage. For the same percent seal cross-sectional crush, results show that increasing the hybrid seal braid angle increased seal stiffness and seal unit load, resulting in flows approximately one third of the baseline hybrid seal flows. For both hybrid and all-ceramic seals, two stage seal configurations significantly outperformed single stage configurations. Two stage seal flows were at least 30% less than the single stage seal flows for the same seal crush. Furthermore, test results of single stage seals indicate that for both all-ceramic and hybrid seals, a specific seal crush condition exists at which minimum flows are achieved (i.e. increasing seal crush beyond a certain point does not result in better flow performance). Flow results are presented for a range of pressures and temperatures from ambient to 1300 F, before and after scrubbing. Compression tests results show that for both all-ceramic and hybrid seals, seal preload and stiffness increase with seal crush, but residual seal interference remains constant.
NASA is developing the X-38 vehicle that will demonstrate the technologies required for a potential crew return vehicle for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the space station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and the transfer of heat to underlying low temperature structures. Working with the NASA Johnson Space Center, the Seals Team at the NASA Glenn Research Center completed a series of tests to further characterize baseline seal designs for the rudder/fin interfaces of the X-38. The structures of the rudder/fin assembly and its associated seals are shown in the the preceding illustration. Tests performed at Glenn indicated that exposure of the seals in a compressed state at simulated seal re-entry temperatures resulted in a large permanent set and loss of seal resiliency. This could be of concern because the seals are required to maintain contact with the sealing surfaces while the vehicle goes through the maximum re-entry heating cycle to prevent hot gases from leaking past the seals and damaging interior low-temperature structures. To simulate conditions in which the seals may become unloaded during use, such as when they take on a large permanent set, Glenn researchers performed room temperature flow and compression tests to determine seal flow rates, resiliency, and unit loads under minimal loads. Flow rates through an unloaded (i.e., 0-percent compression) double seal arrangement were twice those of a double seal compressed to the 20-percent design compression level. These flow rates are being used in thermal analyses to predict the effect of flow through the seals on over-all seal temperatures. Compression test results showed that seal unit loads and contact pressures were below the limits that Johnson had set as goals for the seals. In the rudder/fin seal location, the seals are in contact with shuttle thermal tiles and are moved across the tiles as the rudder is rotated during re-entry. Low seal unit loads and contact pressures are required to limit the loads on these tiles and minimize any damage that the seals could cause. A series of tests were performed on these seals in NASA Ames Research Center's arc jet facility. The arc jet facility approximates relevant thermal environments that a seal or other structure would be subjected to during extreme heating conditions such as those experienced during space vehicle re-entry. Eleven tests were completed, including one test in which no seal was installed in the gap to examine the flow of heat down into the gap. The seal was compressed between stationary insulation tiles and a movable elevon that was rotated during the test to deflect the arc jet exhaust into the seal gap. Peak seal temperatures as high as 2000 F were reached during the 5-min tests. Results of these tests indicate satisfactory performance of the seal for single-use (e.g., X-38) applications. The results of these tests were shared with the NASA Johnson Space Center and are being used to validate aerothermostructural analysis codes that predict seal temperatures under these conditions. The tests performed at Glenn have provided valuable information to Johnson about the performance of the seals that they are considering using in the rudder/fin location of the X-38 vehicle. Glenn and Johnson are currently defining what additional work needs to be done to develop the final rudder/fin seal design for the X-38 vehicle.
A sealing construct for a space environment includes a seal-bearing object, a seal on the seal-bearing object, and a seal-engaging object. The seal includes a seal body having a sealing surface, and a textured pattern at the sealing surface, the textured pattern defining at least one shaded channel surface. The seal-engaging object is selectively engaged with the seal-bearing object through the seal. The seal-engaging object has a sealing surface, wherein, when the seal-engaging object is selectively engaged with the seal-bearing object, the sealing surface of the seal-engaging object engages the sealing surface of the seal, and the seal is compressed between the seal-bearing object and the seal-engaging object such that at least one shaded channel surface engages the sealing surface of the seal-engaging object.
This research project is aiming to assess the carbon dioxide sealing capacity of most common seal-rocks, such as shales and non-fractured limestones, by analyzing the role of textural and compositional parameters of those rocks. We hypothesize that sealing capacity is controlled by textural and/or compositional parameters of caprocks. In this research, we seek to evaluate the importance of textural and compositional parameters affecting the sealing capacity of caprocks. The conceptual framework involves two testable end-member hypotheses concerning the sealing capacity of carbon dioxide reservoir caprocks. Better understanding of the elements controlling sealing quality will advance our knowledge regarding the sealing capacity of shales and carbonates. Due to relatively low permeability, shale and non-fractured carbonate units are considered relatively impermeable formations which can retard reservoir fluid flow by forming high capillary pressure. Similarly, these unites can constitute reliable seals for carbon dioxide capture and sequestration purposes. This project is a part of the comprehensive project with the final aim of studying the caprock sealing properties and the relationship between microscopic and macroscopic characteristics of seal rocks in depleted gas fields of Oklahoma Panhandle. Through this study we examined various seal rock characteristics to infer about their respective effects on sealing capacity in special case of replacing reservoir fluid with super critical carbon dioxide (scCO 2 ). To assess the effect of textural and compositional properties on scCO 2 maximum retention column height we collected 30 representative core samples in caprock formations in three counties (Cimarron, Texas, Beaver) in Oklahoma Panhandle. Core samples were collected from various seal formations (e.g., Cherokee, Keys, Morrowan) at different depths. We studied the compositional and textural properties of the core samples using several techniques. Mercury Injection Porosimetry (MIP), Scanning Electron Microscopy SEM, and Sedigraph measurements are used to assess the pore-throat-size distribution, sorting, texture, and grain size of the samples. Also, displacement pressure at 10% mercury saturation (Pd) and graphically derived threshold pressure (P c ) were determined by MIP technique. SEM images were used for qualitative study of the minerals and pores texture of the core samples. Moreover, EDS (Energy Dispersive X-Ray Spectrometer), BET specific surface area, and Total Organic Carbon (TOC) measurements were performed to study various parameters and their possible effects on sealing capacity of the samples. We found that shales have the relatively higher average sealing threshold pressure (P c ) than carbonate and sandstone samples. Based on these observations, shale formations could be considered as a promising caprock in terms of retarding scCO 2 flow and leakage into above formations. We hypothesized that certain characteristics of shales (e.g., 3 fine pore size, pore size distribution, high specific surface area, and strong physical chemical interaction between wetting phase and mineral surface) make them an efficient caprock for sealing super critical CO 2 . We found that the displacement pressure at 10% mercury saturation could not be the ultimate representative of the sealing capacity of the rock sample. On the other hand, we believe that graphical method, introduced by Cranganu (2004) is a better indicator of the true sealing capacity. Based on statistical analysis of our samples from Oklahoma Panhandle we assessed the effects of each group of properties (textural and compositional) on maximum supercritical CO 2 height that can be hold by the caprock. We conclude that there is a relatively strong positive relationship (+.40 to +.69) between supercritical CO 2 column height based on P c and hard/ soft mineral content index (ratio of minerals with Mohs hardness more than 5 over minerals with Mohs hardness less than 5) in both shales and limestone samples. Average median pore radius and porosity display a strong negative correlation with supercritical CO 2 retention column height. Also, increasing bulk density is positively correlated with the supercritical CO 2 retention column height. One of the most important factors affecting sealing capacity and consequently the height of supercritical CO 2 column is sorting of the pore throats. We observed a strong positive correlation between pore throat sorting and height of CO 2 retention column, especially in shales. This correlation could not be observed in limestone samples. It suggests that the pore throat sorting is more controlling the sealing capacity in shales and shales with well sorted pore throats are the most reliable lithology as seal. We observed that Brunauer–Emmett–Teller (BET) surface area shows a very strong correlation with CO 2 retention column height in limestone samples while BET surface area did not display significant correlation in shales. Pore structure based on SEM micrographs exhibits strong correlation with CO 2 retention column height in limestones. Both intercrystalline and vuggy structures have negative correlations while intergranular texture has positive correlation in limestone with respect to CO 2 retention column height. Textural effects observed on SEM micrographs did not show statistically significant correlation with supercritical CO 2 retention column height in shale samples. Finally, we showed that increasing hard/soft mineral index is strongly correlated with the displacement pressure in limestone samples. Vuggy texture displays a relatively strong and negative correlation with displacement pressure values at 10% mercury saturation in shale samples.
NASA is developing a new docking system to support future space exploration missions to low Earth orbit, the Moon, and other destinations. A key component of this system is the seal at the main docking interface which inhibits the loss of cabin air once docking is complete. Depending on the mission, the seal must be able to dock in either a seal-on-flange or seal-on-seal configuration. Seal-on-flange mating would occur when a docking system equipped with a seal docks to a system with a flat metal flange. This would occur when a vehicle docks to a node on the International Space Station. Seal-on-seal mating would occur when two docking systems equipped with seals dock to each other. Two types of seal designs were identified for this application: Gask-O-seals and multi-piece seals. Both types of seals had a pair of seal bulbs to satisfy the redundancy requirement. A series of performance assessments and comparisons were made between the candidate seal designs indicating that they meet the requirements for leak rate and compression and adhesion loads under a range of operating conditions. Other design factors such as part count, integration into the docking system tunnel, seal-on-seal mating, and cost were also considered leading to the selection of the multi-piece seal design for the new docking system. The results of this study can be used by designers of future docking systems and other habitable volumes to select the seal design best-suited for their particular application.