Results for “Engineering Design” — Page 56

NASA NTRS2018

A SysML Model Template for NASA Concurrent Engineering Studies

Systems Engineers at NASA Langley’s Engineering Design Studio (EDS) have been developing a SysML** template that models both the EDS concurrent engineering study process and the system of interest for the study. Specifically, the model template is used to develop end-to-end space-based mission concepts. The model template evolved through targeted use and technical feedback during several EDS studies in 2016-17. This year, a model template version was completed that is being tested for use throughout EDS studies. It features ease of navigation through the documented study process to create the logistical articles (e.g. session agenda) and technical articles (e.g. system requirements) connected in the study SysML model, resulting in demonstrable and trackable relationships between the system design and the study goals and objectives. The model template allows easy release of the system of interest portion at the end of the EDS study. The customers may use this as a starter model as their project moves forward. The model template design details and the motivation for them will be explained in this paper. This will be followed by the results of the first trials of the model template in an EDS study, and discussion of the integration of this template into the NASA MBSE Community of Practice.

Infeld, Samantha I.↗

NASA NTRS2002

Rocket-Based Combined Cycle Flowpath Testing for Modes 1 and 4

Under sponsorship of the NASA Glenn Research Center (NASA GRC), the Johns Hopkins University Applied Physics Laboratory (JHU/APL) designed and built a five-inch diameter, Rocket-Based Combined Cycle (RBCC) engine to investigate mode 1 and mode 4 engine performance as well as Mach 4 inlet performance. This engine was designed so that engine area and length ratios were similar to the NASA GRC GTX engine is shown. Unlike the GTX semi-circular engine design, the APL engine is completely axisymmetric. For this design, a traditional rocket thruster was installed inside of the scramjet flowpath, along the engine centerline. A three part test series was conducted to determine Mode I and Mode 4 engine performance. In part one, testing of the rocket thruster alone was accomplished and its performance determined (average Isp efficiency = 90%). In part two, Mode 1 (air-augmented rocket) testing was conducted at a nominal chamber pressure-to-ambient pressure ratio of 100 with the engine inlet fully open. Results showed that there was neither a thrust increment nor decrement over rocket-only thrust during Mode 1 operation. In part three, Mode 4 testing was conducted with chamber pressure-to-ambient pressure ratios lower than desired (80 instead of 600) with the inlet fully closed. Results for this testing showed a performance decrease of 20% as compared to the rocket-only testing. It is felt that these results are directly related to the low pressure ratio tested and not the engine design. During this program, Mach 4 inlet testing was also conducted. For these tests, a moveable centerbody was tested to determine the maximum contraction ratio for the engine design. The experimental results agreed with CFD results conducted by NASA GRC, showing a maximum geometric contraction ratio of approximately 10.5. This report details the hardware design, test setup, experimental results and data analysis associated with the aforementioned tests.

Rice, Tharen↗

DOE OSTI2020

TaskWorks v1.0

TaskWorks is a portable, high-level, task engine designed for HPC workloads. Applications can create tasks and define dependencies between them with the task engine. Once the task is defined and submitted to TaskWorks, the TaskWorks engine will execute it according to the specified dependencies, without additional input from the application. TaskWorks has an integrated event manager monitors files, sockets, timers, and MPI operations, and these events can be used as task dependencies. TaskWorks is compatible with MPI and is designed to work efficiently with HPC applications that perform.

Koziol, Quincey↗

DOE OSTI2022

Creative absorber design and optimization for CO 2 capture with aqueous piperazine

The Texas Carbon Management Program is preparing a Front-End Engineering Design (FEED) of the PZASTM (Piperazine with the Advanced Stripper TM ) for CO 2 capture at a natural gas combined cycle power plant in West Texas. This paper develops the absorber design for the capture system and studies the operational strategies of the absorber in response to ambient temperature swing. The design uses 2 absorber trains, and each train integrates absorption and a water-wash section in one column. Each column has a cross-section area of 174 m 2 and consists of 3 sections of MellapakPlus® 252Y structured packing. Packing heights for each section are 3, 4.9, and 2.7 m from top to bottom. A pump-around intercooler applied at the bottom bed circulates solvent and eliminates the direct contact cooler. The baseline CO 2 removal rate is 90% and will vary between 78% and 90% with ambient temperature. The system uses air cooling to eliminate cooling water usage. The water balance in the system will be managed by operating the water wash at a high circulation rate (1300 kg/h) to condense water during the night and make up for water loss during the day. Finally, the proposed design reduces the capital cost of the absorber column by minimizing the packing height and eliminating the direct contact cooler (DCC), and improves the energy cost by lowering the pump-around intercooling temperature and increasing the pump-around rate.

03 NATURAL GAS↗

NASA NTRS1987

A method for nonlinear optimization with discrete design variables

A numerical method is presented for the solution of nonlinear discrete optimization problems. The applicability of discrete optimization to engineering design is discussed, and several standard structural optimization problems are solved using discrete design variables. The method uses approximation techniques to create subproblems suitable for linear mixed-integer programming methods. The method employs existing software for continuous optimization and integer programming.

Olsen, Gregory R.↗

NASA NTRS1988

Active cooling design for scramjet engines using optimization methods

A methodology for using optimization in designing metallic cooling jackets for scramjet engines is presented. The optimal design minimizes the required coolant flow rate subject to temperature, mechanical-stress, and thermal-fatigue-life constraints on the cooling-jacket panels, and Mach-number and pressure contraints on the coolant exiting the panel. The analytical basis for the methodology is presented, and results for the optimal design of panels are shown to demonstrate its utility.

Scotti, Stephen J.↗

NASA NTRS1988

Active cooling design for scramjet engines using optimization methods

A methodology for using optimization in designing metallic cooling jackets for scramjet engines is presented. The optimal design minimizes the required coolant flow rate subject to temperature, mechanical-stress, and thermal-fatigue-life constraints on the cooling-jacket panels, and Mach-number and pressure constraints on the coolant exiting the panel. The analytical basis for the methodology is presented, and results for the optimal design of panels are shown to demonstrate its utility.

Scotti, Stephen J.↗

DOE OSTI2021

Fast switching magnet for heavy ion beam separation

This paper presents the design for a switching magnet capable of deflecting 6.5 MeV/u heavy-ion beams with mass-to-charge ratio of 7 by 10 degrees. This magnet can produce variable flat-top pulses from 1 to 30 ms with rise and fall times of less than 0.5 ms at a variable duty cycle of 3–91% into a heavily inductive load. The magnet has a laminated, iron dominated, H-shaped core. Directly-cooled copper pancake coils energize the magnet. We present the magnet design considerations, including the results of extensive computer modeling. Finally, we also present the conceptual engineering design and the studies of magnet yoke fabrication.

47 OTHER INSTRUMENTATION↗

NASA NTRS1988

Toward a mathematical formalism of performance, task difficulty, and activation

The rudiments of a mathematical formalism for handling operational, physiological, and psychological concepts are developed for use by the man-machine system design engineer. The formalism provides a framework for developing a structured, systematic approach to the interface design problem, using existing mathematical tools, and simplifying the problem of telling a machine how to measure and use performance.

Samaras, George M.↗

NASA NTRS1991

Numerical prediction of turbulent oscillating flow and associated heat transfer

A crucial point for further development of engines is the optimization of its heat exchangers which operate under oscillatory flow conditions. It has been found that the most important thermodynamic uncertainties in the Stirling engine designs for space power are in the heat transfer between gas and metal in all engine components and in the pressure drop across the heat exchanger components. So far, performance codes cannot predict the power output of a Stirling engine reasonably enough if used for a wide variety of engines. Thus, there is a strong need for better performance codes. However, a performance code is not concerned with the details of the flow. This information must be provided externally. While analytical relationships exist for laminar oscillating flow, there has been hardly any information about transitional and turbulent oscillating flow, which could be introduced into the performance codes. In 1986, a survey by Seume and Simon revealed that most Stirling engine heat exchangers operate in the transitional and turbulent regime. Consequently, research has since focused on the unresolved issue of transitional and turbulent oscillating flow and heat transfer. Since 1988, the University of Minnesota oscillating flow facility has obtained experimental data about transitional and turbulent oscillating flow. However, since the experiments in this field are extremely difficult, lengthy, and expensive, it is advantageous to numerically simulate the flow and heat transfer accurately from first principles. Work done at the University of Minnesota on the development of such a numerical simulation is summarized.

Koehler, W. J.↗

NASA NTRS1991

Proceedings of the Seventh Annual Summer Conference. NASA/USRA: University Advanced Design Program

The Advanced Design Program (ADP) is a unique program that brings together students and faculty from U.S. engineering schools with engineers from the NASA centers through integration of current and future NASA space and aeronautics projects into university engineering design curriculum. The Advanced Space Design Program study topics cover a broad range of projects that could be undertaken during a 20-30 year period beginning with the deployment of the Space Station Freedom. The Advanced Aeronautics Design Program study topics typically focus on nearer-term projects of interest to NASA, covering from small, slow-speed vehicles through large, supersonic passenger transports and on through hypersonic research vehicles. Student work accomplished during the 1990-91 academic year and reported at the 7th Annual Summer Conference is presented.

Source record↗

NASA NTRS1994

High Temperature Solid Lubricant Materials for Heavy Duty and Advanced Heat Engines

Advanced engine designs incorporate higher mechanical and thermal loading to achieve efficiency improvements. This approach often leads to higher operating temperatures of critical sliding elements (e.g. piston ring/cylinder wall contacts and valve guides) which compromise the use of conventional and even advanced synthetic liquid lubricants. For these applications solid lubricants must be considered. Several novel solid lubricant composites and coatings designated PS/PM200 have been employed to dry and marginally oil lubricated contacts in advanced heat engines. These applications include cylinder kits of heavy duty diesels, and high temperature Stirling engines, sidewall seals of rotary engines, and various exhaust valve and exhaust component applications. This paper describes the tribological and thermophysical properties of these tribomaterials and reviews the results of applying them to engine applications. Other potential tribological materials and applications are also discussed with particular emphasis on heavy duty and advanced heat engines.

Dellacorte, C.↗

NASA NTRS1999

Critical Needs for Robust and Reliable Database for Design and Manufacturing of Ceramic Matrix Composites

Ceramic matrix composite (CMC) components are being designed, fabricated, and tested for a number of high temperature, high performance applications in aerospace and ground based systems. The critical need for and the role of reliable and robust databases for the design and manufacturing of ceramic matrix composites are presented. A number of issues related to engineering design, manufacturing technologies, joining, and attachment technologies, are also discussed. Examples of various ongoing activities in the area of composite databases. designing to codes and standards, and design for manufacturing are given.

Singh, M.↗

NASA NTRS2017

Structural Design Parameters for Germanium

The fracture toughness and slow crack growth parameters of germanium supplied as single crystal beams and coarse grain disks were measured. Although germanium is anisotropic (A* 1.7), it is not as anisotropic as SiC, NiAl, or Cu. Thus the fracture toughness was similar on the 100, 110, and 111 planes, however, measurements associated with randomly oriented grinding cracks were 6 to 30 higher. Crack extension in ring loaded disks occurred on the 111 planes due to both the lower fracture energy and the higher stresses on stiff 111 planes. Germanium exhibits a Weibull scale effect, but does not exhibit significant slow crack growth in distilled water. (n 100), implying that design for quasi static loading can be performed with scaled strength statistics. Practical values for engineering design are a fracture toughness of 0.69 0.02 MPam (megapascals per square root meter) and a Weibull modulus of m 6 2. For well ground and reasonable handled coupons, average fracture strength should be greater than 40 megapascals. Aggregate, polycrystalline elastic constants are Epoly 131 gigapascals, vpoly 0.22.

fracture toughness↗

NASA NTRSDate not supplied

Structural Dynamics Observations in Space Launch System Green Run Hot Fire Testing

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Green Run Hot Fire (GRHF) of the SLS Core Stage provided a flight-like ground test environment for verification of integrated vehicle TVC performance. A TVC model coupled to a vehicle structural dynamic model has been developed previously and incrementally validated in subsystem tests and simulations. Still, some aspects of TVC performance in GRHF were not anticipated. The ensuing investigation demonstrated the need for well-instrumented test environments, various levels of modeling fidelity, test-representative structural models, and caution in reuse of legacy components. This paper is the sixth installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. It introduces the salient structural dynamic phenomena uncovered in ambient and hot fire testing. During the Green Run test campaign, a comparison of ambient and hot fire step responses showed a significant change in apparent damping due to the presence of friction, challenging long standing assumptions that friction could be neglected. Additionally, the characteristic response of the engine and thrust structure during GRHF proved to be more complex than anticipated, as evidenced by the available actuator, thrust structure, and engine measurements. While the string-potentiometer based test instrumentation was intended to allow for reconstruction of the engine angles along the two control axes, the geometric placement, location uncertainty, and responses in overlapping frequency spectra revealed additional phenomena requiring further analysis and post-processing. The observations from both modal and frequency response testing during the Green Run ambient and hot fire configurations led to Engine and Core Stage FEM (finite element model) updates. When evidence of unexpected engine motion was found in engine section accelerometer data, the authors pursued additional structural analysis leading to FEM updates associated with the TVC gimbal and thrust structure. Through collaboration between structures, TVC, and flight control disciplines, the test-informed models and root-cause analysis led to confident flight rationale for the first flight of the SLS launch vehicle.

Richard K. Moore↗

NASA NTRSDate not supplied

Structural Dynamics Observations in Space Launch System Green Run Hot Fire Testing

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Green Run Hot Fire (GRHF) of the SLS Core Stage provided a flight-like ground test environment for verification of integrated vehicle TVC performance. A TVC model coupled to a vehicle structural dynamic model has been developed previously and incrementally validated in subsystem tests and simulations. Still, some aspects of TVC performance in GRHF were not anticipated. The ensuing investigation demonstrated the need for well-instrumented test environments, various levels of modeling fidelity, test-representative structural models, and caution in reuse of legacy components. This paper is the sixth installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. It introduces the salient structural dynamic phenomena uncovered in ambient and hot fire testing. During the Green Run test campaign, a comparison of ambient and hot fire step responses showed a significant change in apparent damping due to the presence of friction, challenging long standing assumptions that friction could be neglected. Additionally, the characteristic response of the engine and thrust structure during GRHF proved to be more complex than anticipated, as evidenced by the available actuator, thrust structure, and engine measurements. While the string-potentiometer based test instrumentation was intended to allow for reconstruction of the engine angles along the two control axes, the geometric placement, location uncertainty, and responses in overlapping frequency spectra revealed additional phenomena requiring further analysis and post-processing. The observations from both modal and frequency response testing during the Green Run ambient and hot fire configurations led to Engine and Core Stage FEM (finite element model) updates. When evidence of unexpected engine motion was found in engine section accelerometer data, the authors pursued additional structural analysis leading to FEM updates associated with the TVC gimbal and thrust structure. Through collaboration between structures, TVC, and flight control disciplines, the test-informed models and root-cause analysis led to confident flight rationale for the first flight of the SLS launch vehicle.

Richard Moore↗

NASA NTRSDate not supplied

Core Stage TVC Systems Engineering Challenges in Reusing Heritage Hardware

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Space Shuttle heritage hardware directly reused on SLS includes the Orbiter TVC hydraulic servo-actuators (with two slight design modifications), the Orbiter hydraulic circulation pumps, the Orbiter gimbal block/bearing, and the Solid Rocket Booster hydraulic pumps. The Core Auxiliary Power Unit (CAPU) is derived from the Orbiter Auxiliary Power Unit (APU). The Orbiter and Solid Rocket Booster APU turbines are powered by hot gas produced by catalyzed hydrazine decomposition. On the SLS Core Stage, the CAPU turbine is spun using cold gas tapped-off from the RS-25 to CS liquid hydrogen autogenous pressurization line. While direct reuse or slight modification of existing hardware may seem to be a triple-win for a program in cost, schedule, and technical risk mitigation, those benefits can only be realized when its degree of application in a new system is carefully and thoughtfully managed. The heritage hardware reuse should be prescribed within the heritage design capability and reuse environments must lie within the envelope of heritage qualification testing. Despite the significant test and flight experience of the Shuttle heritage hardware components, successful integration with the newly designed CS TVC components and incorporation into the stage design proved to be a challenge which required re-qualification of the heritage hardware as well as thorough integrated testing to support flight certification. Examples of the challenges that were overcome include: re-qualifying heritage hardware to survive new shock and vibration environments, certifying performance of extensively modified heritage hardware, regenerating design insight due to lack of available heritage vendor data, showing compliance to modern structural design standards, translation of heritage requirements for analog avionics to modern digital avionics, and interfacing heritage mechanical hardware with newly designed avionics. This paper is the second installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. This paper will discuss several engineering challenges encountered during the development process for SLS CS TVC and how they were successfully overcome to reach flight readiness.

Thrust Vector Control↗

NASA NTRSDate not supplied

Space Launch System: Core Stage Thrust Vector Control Systems Engineering Challenges in Reusing Heritage Hardware

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Space Shuttle heritage hardware directly reused on SLS includes the Orbiter TVC hydraulic servo-actuators (with two slight design modifications), the Orbiter hydraulic circulation pumps, the Orbiter gimbal block/bearing, and the Solid Rocket Booster hydraulic pumps. The Core Auxiliary Power Unit (CAPU) is derived from the Orbiter Auxiliary Power Unit (APU). The Orbiter and Solid Rocket Booster APU turbines are powered by hot gas produced by catalyzed hydrazine decomposition. On the SLS Core Stage, the CAPU turbine is spun using cold gas tapped-off from the RS-25 to CS liquid hydrogen autogenous pressurization line. While direct reuse or slight modification of existing hardware may seem to be a triple-win for a program in cost, schedule, and technical risk mitigation, those benefits can only be realized when its degree of application in a new system is carefully and thoughtfully managed. The heritage hardware reuse should be prescribed within the heritage design capability and reuse environments must lie within the envelope of heritage qualification testing. Despite the significant test and flight experience of the Shuttle heritage hardware components, successful integration with the newly designed CS TVC components and incorporation into the stage design proved to be a challenge which required re-qualification of the heritage hardware as well as thorough integrated testing to support flight certification. Examples of the challenges that were overcome include: re-qualifying heritage hardware to survive new shock and vibration environments, certifying performance of extensively modified heritage hardware, regenerating design insight due to lack of available heritage vendor data, showing compliance to modern structural design standards, translation of heritage requirements for analog avionics to modern digital avionics, and interfacing heritage mechanical hardware with newly designed avionics. This paper is the second installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. This paper will discuss several engineering challenges encountered during the development process for SLS CS TVC and how they were successfully overcome to reach flight readiness.

Thrust Vector Control↗