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At least 1,027 records · Page 57
All sourcesNASA NTRSDOE OSTI
NASA NTRS2006

Ultrasonically Actuated Tools for Abrading Rock Surfaces

An ultrasonic rock-abrasion tool (URAT) was developed using the same principle of ultrasonic/sonic actuation as that of the tools described in two prior NASA Tech Briefs articles: Ultrasonic/ Sonic Drill/Corers With Integrated Sensors (NPO-20856), Vol. 25, No. 1 (January 2001), page 38 and Ultrasonic/ Sonic Mechanisms for Drilling and Coring (NPO-30291), Vol. 27, No. 9 (September 2003), page 65. Hence, like those tools, the URAT offers the same advantages of low power demand, mechanical simplicity, compactness, and ability to function with very small axial loading (very small contact force between tool and rock). Like a tool described in the second of the cited previous articles, a URAT includes (1) a drive mechanism that comprises a piezoelectric ultrasonic actuator, an amplification horn, and a mass that is free to move axially over a limited range and (2) an abrasion tool bit. A URAT tool bit is a disk that has been machined or otherwise formed to have a large number of teeth and an overall shape chosen to impart the desired shape (which could be flat or curved) to the rock surface to be abraded. In operation, the disk and thus the teeth are vibrated in contact with the rock surface. The concentrated stresses at the tips of the impinging teeth repeatedly induce microfractures and thereby abrade the rock. The motion of the tool induces an ultrasonic transport effect that displaces the cuttings from the abraded area. The figure shows a prototype URAT. A piezoelectric-stack/horn actuator is housed in a cylindrical container. The movement of the actuator and bit with respect to the housing is aided by use of mechanical sliders. A set of springs accommodates the motion of the actuator and bit into or out of the housing through an axial range between 5 and 7 mm. The springs impose an approximately constant force of contact between the tool bit and the rock to be abraded. A dust shield surrounds the bit, serving as a barrier to reduce the migration of rock debris to sensitive instrumentation or mechanisms in the vicinity. A bushing at the tool-bit end of the housing reduces the flow of dust into the actuator and retains the bit when no axial load is applied.

Dolgin, Benjamin↗
NASA NTRS1979

Characteristics of lightly loaded fan rotor blade wakes

Low subsonic and incompressible wake flow downstream of lightly loaded rotor was studied. Measurements of mean velocity, turbulence intensity, Reynolds stress, and static variations across the rotor wake at various axial and radial locations were investigated. Wakes were measured at various rotor blade incidences to discern the effect of blade loading on the rotor wake. Mean velocity and turbulence measurements were carried out with a triaxial hot wire probe both rotating with the rotor and stationary behind the rotor. Results indicate that increased loading slows the decay rates of axial and tangential mean velocity defects and radial velocities in the wake. The presence of large radial velocities in the rotor wake indicate the extent of the interactions between one radius and another. Appreciable static pressure variations across the rotor wake were found in the near wake region. Similarity in the profile shape was found for the axial and tangential components of the mean velocity and in the outer layer for axial, tangential, and radial turbulence intensities.

Reynolds, B.↗
NASA NTRS1991

Assured crew return vehicle

A return vehicle is disclosed for use in returning a crew to Earth from low earth orbit in a safe and relatively cost effective manner. The return vehicle comprises a cylindrically-shaped crew compartment attached to the large diameter of a conical heat shield having a spherically rounded nose. On-board inertial navigation and cold gas control systems are used together with a de-orbit propulsion system to effect a landing near a preferred site on the surface of the Earth. State vectors and attitude data are loaded from the attached orbiting craft just prior to separation of the return vehicle.

Cerimele, Christopher J.↗
NASA NTRS1996

Development of Multiobjective Optimization Techniques for Sonic Boom Minimization

A discrete, semi-analytical sensitivity analysis procedure has been developed for calculating aerodynamic design sensitivities. The sensitivities of the flow variables and the grid coordinates are numerically calculated using direct differentiation of the respective discretized governing equations. The sensitivity analysis techniques are adapted within a parabolized Navier Stokes equations solver. Aerodynamic design sensitivities for high speed wing-body configurations are calculated using the semi-analytical sensitivity analysis procedures. Representative results obtained compare well with those obtained using the finite difference approach and establish the computational efficiency and accuracy of the semi-analytical procedures. Multidisciplinary design optimization procedures have been developed for aerospace applications namely, gas turbine blades and high speed wing-body configurations. In complex applications, the coupled optimization problems are decomposed into sublevels using multilevel decomposition techniques. In cases with multiple objective functions, formal multiobjective formulation such as the Kreisselmeier-Steinhauser function approach and the modified global criteria approach have been used. Nonlinear programming techniques for continuous design variables and a hybrid optimization technique, based on a simulated annealing algorithm, for discrete design variables have been used for solving the optimization problems. The optimization procedure for gas turbine blades improves the aerodynamic and heat transfer characteristics of the blades. The two-dimensional, blade-to-blade aerodynamic analysis is performed using a panel code. The blade heat transfer analysis is performed using an in-house developed finite element procedure. The optimization procedure yields blade shapes with significantly improved velocity and temperature distributions. The multidisciplinary design optimization procedures for high speed wing-body configurations simultaneously improve the aerodynamic, the sonic boom and the structural characteristics of the aircraft. The flow solution is obtained using a comprehensive parabolized Navier Stokes solver. Sonic boom analysis is performed using an extrapolation procedure. The aircraft wing load carrying member is modeled as either an isotropic or a composite box beam. The isotropic box beam is analyzed using thin wall theory. The composite box beam is analyzed using a finite element procedure. The developed optimization procedures yield significant improvements in all the performance criteria and provide interesting design trade-offs. The semi-analytical sensitivity analysis techniques offer significant computational savings and allow the use of comprehensive analysis procedures within design optimization studies.

Chattopadhyay, Aditi↗
NASA NTRS2010

Orion Entry Performance-Based Center-of-Gravity Box

The Orion capsule is designed both for Low Earth Orbit missions to the ISS and for missions to the moon. For ISS class missions, the capsule will use an Apollo-style direct entry. For lunar return missions, depending on the timing of the mission, the capsule could perform a direct entry or a skip entry of up to 4800 n.mi. in order to land in the coastal waters of California. The physics of atmospheric re-entry determine the capability of the Orion vehicle. For a given vehicle mass and shape, physics tells us that the driving parameters for an entry vehicle are the hypersonic lift-to-drag ratio (L/D) and the flight path angle at entry interface (gamma(sub EI)). The design of the Orion atmospheric re-entry must meet constraints during both nominal and dispersed flight conditions on landing accuracy, heating rate, total heat load, sensed acceleration, and proper disposal of the Service Module. These constraints define an entry corridor in the space of L/D-gamma(sub EI); if the vehicle falls within this corridor, then all constraints are met. The gamma(sub EI) dimension of the corridor can be further constrained by the gloads experienced during emergency entries. Thus, the entry performance for the Orion vehicle can be described completely by the L/D. Bounds on the hypersonic L/D necessary to achieve all the mission requirements can be defined for the given entry corridor. Landing accuracy performance drives the lower limit on L/D. In order to achieve the desired landing accuracy, a minimum L/D must be ensured. The design of the Thermal Protection System (TPS) drives the upper limit on L/D. A higher L/D can drive mass into the design of the TPS. Conversely, once the TPS is designed, the L/D must be ensured to stay below a certain limit in order for the TPS to stay within its design envelop. The L/D must stay within its upper and lower bounds during dispersed flight conditions. L/D is a function of both the aerodynamics and the center-of-gravity (CG) of the vehicle. The aerodynamics of the vehicle are determined by Computational Fluid Mechanics (CFD) and wind tunnel tests. However, the aerodynamics are not known precisely. Instead, an aerodynamic database has been developed where the aerodynamic coefficients are known to fall within a probabilistic band defined by upper and lower bounds. It is expected that the probabilistic band will shrink after the first missions are flown and real-world data is collected. Until that time, the Orion must be designed to the current aerodynamic database. Thus, for a given aerodynamic database with given uncertainties, the allowable range in L/D can be mapped to an allowable box for the CG location. The CG box is used to set requirements on the dispersions allowed for vehicle packaging and cargo storage. As the aerodynamic uncertainties decrease, the size of the CG box can increase. This paper discusses the technique used to map the minimum and maximum L/D bounds set by the entry performance requirements to the allowable dispersions in CG while accounting for aerodynamic uncertainties. The L/D is defined as the ratio of the lift force to the drag force. It is equivalent to the ratio of lift coefficient (C(sub L)) over drag coefficient (C(sub D)). C(sub L) and C(sub D) are functions of Mach number (M) and angle of attack (alpha). A Mach number of 25 is used as a measuring point of the hypersonic L/D. Variations in C(sub L), C(sub D) and alpha cause variations in L/D. Equation (1) shows the three contributions to the variation in L/D.

Rea, Jeremy R.↗
NASA NTRS2010

Fabrication and Modification of Nanoporous Silicon Particles

Silicon-based nanoporous particles as biodegradable drug carriers are advantageous in permeation, controlled release, and targeting. The use of biodegradable nanoporous silicon and silicon dioxide, with proper surface treatments, allows sustained drug release within the target site over a period of days, or even weeks, due to selective surface coating. A variety of surface treatment protocols are available for silicon-based particles to be stabilized, functionalized, or modified as required. Coated polyethylene glycol (PEG) chains showed the effective depression of both plasma protein adsorption and cell attachment to the modified surfaces, as well as the advantage of long circulating. Porous silicon particles are micromachined by lithography. Compared to the synthesis route of the nanomaterials, the advantages include: (1) the capability to make different shapes, not only spherical particles but also square, rectangular, or ellipse cross sections, etc.; (2) the capability for very precise dimension control; (3) the capacity for porosity and pore profile control; and (4) allowance of complex surface modification. The particle patterns as small as 60 nm can be fabricated using the state-of-the-art photolithography. The pores in silicon can be fabricated by exposing the silicon in an HF/ethanol solution and then subjecting the pores to an electrical current. The size and shape of the pores inside silicon can be adjusted by the doping of the silicon, electrical current application, the composition of the electrolyte solution, and etching time. The surface of the silicon particles can be modified by many means to provide targeted delivery and on-site permanence for extended release. Multiple active agents can be co-loaded into the particles. Because the surface modification of particles can be done on wafers before the mechanical release, asymmetrical surface modification is feasible. Starting from silicon wafers, a treatment, such as KOH dipping or reactive ion etching (RIE), may be applied to make the surface rough. This helps remove the nucleation layer. A protective layer is then deposited on the wafer. The protective layer, such as silicon nitride film or photoresist film, protects the wafer from electrochemical etching in an HF-based solution. A lithography technique is applied to pattern the particles onto the protective film. The undesired area of the protective film is removed, and the protective film on the back side of the wafer is also removed. Then the pattern is exposed to HF/surfactant solution, and a larger DC electrical current is applied to the wafers for a selected time. This step removes the nucleation layer. Then a DC current is applied to generate the nanopores. Next, a large electrical current is applied to generate a release layer. The particles are mechanically suspended in the solvent and collected by filtration or centrifuge.

Ferrari, Mauro↗
NASA NTRS2015

A Morphing Radiator for High-Turndown Thermal Control of Crewed Space Exploration Vehicles

Spacecraft designed for missions beyond low earth orbit (LEO) face a difficult thermal control challenge, particularly in the case of crewed vehicles where the thermal control system (TCS) must maintain a relatively constant internal environment temperature despite a vastly varying external thermal environment and despite heat rejection needs that are contrary to the potential of the environment. A thermal control system is in other words required to reject a higher heat load to warm environments and a lower heat load to cold environments, necessitating a quite high turndown ratio. A modern thermal control system is capable of a turndown ratio of on the order of 12:1, but for crew safety and environment compatibility these are massive multi-loop fluid systems. This paper discusses the analysis of a unique radiator design which employs the behavior of shape memory alloys (SMA) to vary the turndown of, and thus enable, a single-loop vehicle thermal control system for space exploration vehicles. This design, a morphing radiator, varies its shape in response to facesheet temperature to control view of space and primary surface emissivity. Because temperature dependence is inherent to SMA behavior, the design requires no accommodation for control, instrumentation, nor power supply in order to operate. Thermal and radiation modeling of the morphing radiator predict a turndown ranging from 11.9:1 to 35:1 independent of TCS configuration. Stress and deformation analyses predict the desired morphing behavior of the concept. A system level mass analysis shows that by enabling a single loop architecture this design could reduce the TCS mass by between 139 kg and 225 kg. The concept is demonstrated in proof-of-concept benchtop tests.

Cognata, Thomas J.↗
NASA NTRS2021

Mineral Dust Cycle in the Multiscale Online Nonhydrostatic AtmospheRe CHemistry Model (Monarch) Version 2.0

We present the dust module in the Multiscale Online Non-hydrostatic AtmospheRe CHemistry model (MONARCH) version 2.0, a chemical weather prediction system that can be used for regional and global modeling at a range of resolutions. The representations of dust processes in MONARCH were upgraded with a focus on dust emission (emission parameterizations, entrainment thresholds, considerations of soil moisture and surface cover), lower boundary conditions (roughness, potential dust sources), and dust–radiation interactions. MONARCH now allows modeling of global and regional mineral dust cycles using fundamentally different paradigms, ranging from strongly simplified to physics-based parameterizations. We present a detailed description of these updates along with four global benchmark simulations, which use conceptually different dust emission parameterizations, and we evaluate the simulations against observations of dust optical depth. We determine key dust parameters, such as global annual emission/deposition flux, dust loading, dust optical depth, mass-extinction efficiency, single-scattering albedo, and direct radiative effects. For dust-particle diameters up to 20 µm, the total annual dust emission and deposition fluxes obtained with our four experiments range between about 3500 and 6000 Tg, which largely depend upon differences in the emitted size distribution. Considering ellipsoidal particle shapes and dust refractive indices that account for size-resolved mineralogy, we estimate the global total (longwave and shortwave) dust direct radiative effect (DRE) at the surface to range between about −0.90 and −0.63 W m−2 and at the top of the atmosphere between −0.20 and −0.28 W m−2. Our evaluation demonstrates that MONARCH is able to reproduce key features of the spatiotemporal variability of the global dust cycle with important and insightful differences between the different configurations.

Dust cycle↗
NASA NTRS1976

Determination of strains in optical windows of a high-pressure chamber by holographic interferometry and finite element analysis

Holographic interferometry and finite element analysis have been applied to determine the strain in a large optical window installed in a high-pressure chamber. Two different shapes of windows were chosen, and the outside and inside surface strains of the windows were followed as a function of internal pressure by taking double exposed holograms at 69-bar intervals up to 483 bars. The results were compared with the values calculated by a standard finite element code with an assumption of no displacement at the load-bearing edge. The agreement between two results was found to be good for both cases.

Soga, N.↗
NASA NTRS1978

Design and fabrication of a large graphite-epoxy cylindrical shell

This paper describes the design and fabrication of a 10-foot diameter by 10-foot long graphite-epoxy cylinder and reports the results of developmental tests conducted with sample joints, material coupons, and stiffening ring elements. The cylindrical shell is a ring-stiffened, open corrugation design using T300/5208 graphite-epoxy tape as the basic material for the shell wall and stiffening rings. The cylinder is designed to withstand bending loads producing the relatively low maximum load intensity of 900 lb/in. The resulting shell wall weight, including stiffening rings and fasteners, is 0.37 lb/sq ft. The shell weight expected in the graphite-epoxy cylinder represents a weight savings of approximately 23 percent over that of a comparable aluminum shell. The cylinder wall was built in three flat segments which were wrapped to the cylindrical shape upon assembly. Such an approach, made possible by the flexibility of the thin corrugated wall in a radial direction, proved to be a simple one.

Johnson, R., Jr.↗
NASA NTRS1982

Edge softening of the Shuttle TPS strain isolation pad

Tensile tests and an analytical investigation were performed to characterize the edge softening behavior of the strain isolation pad (SIP) between the Orbiter skin and thermal protection system. The tensile tests were carried out with varying sizes of disk-shaped specimens bonded between aluminum disks. The specimens strength and stiffness were determined on the basis of specimen size, and an analytical model of the microstructural stress-strain characteristics was developed. Strength and stiffness were found to decrease near the free edges because through-the-thickness fibers located there were not anchored. No size dependence at maximum load was observed in specimens between 0.75-4.0 in. thick. In-plane and out-of-plane coupling in deformation was detected. The model gave accurate predictions of the tensile behavior of the SIP as a function of distance to a free edge.

Ransone, P. O.↗
NASA NTRS1986

Ground vibration test of an F-16 airplane with modified decoupler pylons

The decoupler pylon is a passive wing/store flutter suppression device. It was modified to reduce friction following initial flight tests. A ground vibration test was conducted on an F-16 aircraft loaded on each wing with a one-half-full (center bay empty) 370-gallon fuel tank mounted on a standard pylon, a GBU-8 store mounted on the decoupler pylon, and an AIM-9J missile mounted on a wingtip launcher. The test was conducted prior to flight tests with the modified pylon to determine modal frequencies, mode shapes, and structural damping coefficients. Data presented include frequency response plots, mode shape plots, and limited force-effect plots.

Cazier, F. W., Jr..↗
NASA NTRS1991

Open-Section Composite Structural Elements

Report describes investigation of manufacture and mechanical properties of graphite-fiber/aluminum-matrix open-section structural elements; e.g., channels and angle bars. Conducted with view toward using such elements to build lightweight, thermally stable truss structures in outer space. Other applications transport to, and assembly at, remote or otherwise uninviting locations. Advantages include shapes permitting high packing density during shipment, convenient paths for routing tubes, hoses, and cables; accessibility of both inner and outer surfaces for repair; and ease of attachment of additional hardware. Easier and require less equipment to fabricate, and more amenable to automated fabrication and assembly at remote site. Disadvantages, not as resistant to some kinds of deformation under load.

Loftin, T. A.↗
NASA NTRS1991

Mechanical characterization and modeling of non-linear deformation and fracture of a fiber reinforced metal matrix composite

The nonlinear anisotropic mechanical behavior of an aluminum alloy metal matrix composite reinforced with continuous alumina fibers was determined experimentally. The mechanical behavior of the composite were modeled by assuming that the composite has a periodical microstructure. The resulting unit cell problem was solved with the finite element method. Excellent agreement was found between theoretically predicted and measured stress-strain responses for various tensile and shear loadings. The stress-strain responses for transverse and inplane shear were found to be identical and this will provide a simplification of the constitutive equations for the composite. The composite has a very low ductility in transverse tension and a limited ductility in transverse shear that was correlated to high hydrostatic stresses that develop in the matrix. The shape of the initial yield surface was calculated and good agreement was found between the calculated shape and the experimentally determined shape.

Jansson, S.↗
NASA NTRS1975

Stress analysis of ribbon parachutes

An analytical method has been developed for determining the internal load distribution for ribbon parachutes subjected to known riser and aerodynamic forces. Finite elements with non-linear elastic properties represent the parachute structure. This method is an extension of the analysis previously developed by the authors and implemented in the digital computer program CANO. The present analysis accounts for the effect of vertical ribbons in the solution for canopy shape and stress distribution. Parametric results are presented which relate the canopy stress distribution to such factors as vertical ribbon strength, number of gores, and gore shape in a ribbon parachute.

Reynolds, D. T.↗
NASA NTRS1979

State and model error estimation for distributed parameter systems

In-flight estimation of large structure model errors in order to detect inevitable deficiencies in large structure controller/estimator models is discussed. Such an estimation process is particularly applicable in the area of shape control system design required to maintain a prescribed static structural shape and, in addition, suppress dynamic disturbances due to the vehicle vibrational modes. The paper outlines a solution to the problem of static shape estimation where the vehicle shape must be reconstructed from a set of measurements discretely located throughout the structure. The estimation process is based on the principle of least-squares that inherently contains the definition and explicit computation of model error estimates that are optimal in some sense. Consequently, a solution is provided for the problem of estimation of static model errors (e.g., external loads). A generalized formulation applicable to distributed parameters systems is first worked out and then applied to a one-dimensional beam-like structural configuration.

Rodriguez, G.↗
NASA NTRS1983

Power turbine dynamics - An evaluation of a shear-mounted elastomeric damper

As an alternative to the more conventional squeeze-film bearing damper designs, a Viton-70 shear-mounted, elastomeric damper was built and tested in a T-55 power turbine high-speed balancing rig. This application demonstrated, for the first time, the feasibility of using elastomers as the primary rotor damping source in production turbine engine hardware. The shear-mounted damper design was selected because of its compatibility with actual gas turbine engine radial space constraints, its accommodation of both the radial and axial thrust loads present in gas turbine engines, and its capability of controlled axial preload. Test results showed that the Viton-70 elastomeric damper operated successfully and provided excellent control of both synchronous and nonsynchronous vibrations through all phases of testing to the maximum rotor speed of 1676 rad/s (16,000 rpm). Excellent correlation between the predicted and experienced critical speeds, mode shapes, and log decrements for the power turbine rotor and elastomer damper assembly was also achieved.

Zorzi, E. S.↗
NASA NTRS1990

Interfacial shear behavior of sapphire-reinforced NiAl composites

The interfacial shear behavior in near-equiatomic NiAl reinforced by sapphire filaments has been examined at room temperature using a fiber pushout test technique. The load-displacement data indicate a large variability in the initial interface failure stress, although reverse push behavior indicates a comparatively constant interfacial sliding friction stress. The observed behavior suggests that the presence of asperities on the fiber surfaces and nonuniformities in fiber diameter require constrained plastic flow within the NiAl matrix in order for interfacial shear to occur. The location, shape, severity, and distribution of fiber asperities as well as the uniformity of fiber diameter are critical to the interfacial shear process.

Moose, C. A.↗