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Proposed design for alkali-metal thermal-to-electric converter (AMTEC) incorporates refinements to increase power density and reduce input temperature below typical prior design. Converter has compact, planar configuration. Cells stacked densely with remote condenser for thermal efficiency and high power density. Either liquid- or vapor-fed cells utilized. Heat fed-in at lower temperature.
Counterstreaming large-diameter electron beams in a steady-state laboratory experiment are observed to generate transverse radiation at twice the upper-hybrid frequency (2omega-UH) with a quadrupole radiation pattern. The electromagnetic wave power density is nonlinearly enhanced over the power density obtained from a single beam-plasma system. Electromagnetic power density scales exponentially with beam energy and increases with ion mass. Weak turbulence theory can predict similar (but weaker) beam energy scaling but not the high power density, or the predominance of the 2omega-UH radiation peak over the omega-UH peak. Significant noise near the upper-hybrid and ion plasma frequencies is also measured, with normalized electrostatic wave energy density W(ES)/n(e)T(e) approximately 0.01.
The use of onboard rocket propellants (dense liquids at room temperature) in place of conventional cryogenic fuel-cell reactants (hydrogen and oxygen) eliminates the mass penalties associated with cryocooling and boil-off. The high energy content and density of the rocket propellants will also require no additional chemical processing. For a 30-day mission on the Moon that requires a continuous 100 watts of power, the reactant mass and volume would be reduced by 15 and 50 percent, respectively, even without accounting for boiloff losses. The savings increase further with increasing transit times. A high-temperature, solid oxide, electrolyte-based fuel-cell configuration, that can rapidly combine rocket propellants - both monopropellant system with hydrazine and bi-propellant systems such as monomethyl hydrazine/ unsymmetrical dimethyl hydrazine (MMH/UDMH) and nitrogen tetroxide (NTO) to produce electrical energy - overcomes the severe drawbacks of earlier attempts in 1963-1967 of using fuel reforming and aqueous media. The electrical energy available from such a fuel cell operating at 60-percent efficiency is estimated to be 1,500 Wh/kg of reactants. The proposed use of zirconia-based oxide electrolyte at 800-1,000 C will permit continuous operation, very high power densities, and substantially increased efficiency of conversion over any of the earlier attempts. The solid oxide fuel cell is also tolerant to a wide range of environmental temperatures. Such a system is built for easy refueling for exploration missions and for the ability to turn on after several years of transit. Specific examples of future missions are in-situ landers on Europa and Titan that will face extreme radiation and temperature environments, flyby missions to Saturn, and landed missions on the Moon with 14 day/night cycles.
In a NASA SBIR Phase I program (Contract No. NAS8-40119), Giner, Inc. evaluated the feasibility of fabricating an all-solid-ionomer multicell electrochemical capacitor having a unit cell capacitance greater than 2 F/sq cm and a repeating element thickness of 6 mils. This capacitor can possibly be used by NASA as a high-rate energy source for electromechanical actuator (EMA) activation for advanced space missions. The high unit cell capacitance and low repeating element thickness will allow for the fabrication of a low-volume, low-weight device, favorable characteristics for space applications. These same characteristics also make the capacitor attractive for terrestrial applications, such as load-leveling batteries or fuel cells in electric vehicle applications. Although the projected energy densities for electrochemical capacitors are about two orders of magnitude lower than that of batteries, the high-power-density characteristics of these devices render them as potentially viable candidates for meeting pulse or peak electrical power requirements for some anticipated aerospace mission scenarios, especially those with discharge times on the millisecond to second time scale. On a volumetric or gravimetric basis, the advantages of utilizing electrochemical capacitors rather than batteries for meeting the peak power demands associated with a specific mission scenario will largely depend upon the total and pulse durations of the power peaks. The effect of preparation conditions on RuO(x), the active component in an all-solid-ionomer electrochemical capacitor, was evaluated during this program. Methods were identified to prepare RuO(x) having a surface areagreater than 180 sq m/g, and a capacitance of greater than 2 F/sq cm. Further efforts to reproducibly obtain these high-surface-area materials in scaled-up batches will be evaluated in Phase 2. During this Phase 1 program we identified a superior Nafion 105 membrane, having a film thickness of 5 mils, that showed excellent performance in our all-solid-ionomer capacitors and resulted in electrochemical capacitors with a repeating element thickness of 8 mils. We are currently working with membrane manufacturers to obtain a high performance membrane in less than 3 mil thickness to obtain a repeating element thickness of 6 mils or less. A 10-cell all-solid ionomer capacitor stack, with each cell having a 222 sq cm active area, was fabricated and evaluated as part of the Phase 1 program. Further Scale-up of a high-energy-density stack is plannedin Phase 2.
Although forces outside our control shape our industry, turbomachine sealing research, design, and customer agendas established in 1978 by Ludwig, Campbell, and Smith in terms of specific fuel consumption and performance remain as objectives today. Advances have been made because failures of the space shuttle main engine turbomachinery ushered in a new understanding of sealing in high-power-density systems. Further, it has been shown that changes in sealing, especially for high-pressure rotors, dramatically change the performance of the entire engine or turbomachine. Maintaining seal leakages and secondary flows within engine design specifications remains the most efficient and cost effective way to enhance performance and minimize maintenance costs. This three-part review summarizes experiences, ideas, successes, and failures by NASA and the U.S. aerospace industry in secondary flow management in advanced turbomachinery. Part 1 presents system sealing, part 2 system rotordynamics, and part 3 modeling, with some overlap of each part.
Four electrode compositions have demonstrated power densities high enough to make practical alkali metal thermoelectric converter (AMTEC) systems feasible. These electrode compositions are very thin molybdenum, platinum/tungsten trilayer, rhodium/tungsten bilayer, and titanium nitride. These electrodes have produced stable maximum power densities of 0.4 to 0.8 W/sq cm at 1100-1250 K for 90 to 160 hours.
The Thermo-Electronic Laser Energy Converter (TELEC) is a high-power density plasma device designed to convert a 10.6-micron CO2 laser beam into electric power. Electromagnetic radiation is absorbed in plasma electrons, creating a high-electron temperature. Energetic electrons diffuse from the plasma and strike two electrodes having different areas. The larger electrode collects more electrons and there is a net transport of current. An electromagnetic field is generated in the external circuit. A computer program has been designed to analyze TELEC performance allowing parametric variation for optimization. Values are presented for TELEC performance as a function of cesium pressure and for current density and efficiency as a function of output voltage. Efficiency is shown to increase with pressure, reaching a maximum over 45%.
Achieving larger benefits from electrified propulsion in single aisle aircraft (the largest commercial aircraft market segment) necessitates that a significant fraction of their 20 MW or greater propulsion system be electrified. 5 to possibly 20 of the MW-scale electric machines investigated by NASA would be required to meet this need. Approximately 10-20 of NASA’s MW-scale electric machines would be required to reach the necessary power levels. Therefore, electric machines of 5 MW or greater are of interest. However, conventionally cooled high power density MW-scale electric machines still produce a significant amount of waste heat, which makes obtaining these power levels problematic. Highly efficient fully superconducting electric machines (or those with a cryogenically cooled, high purity copper or aluminum stator) are a possible solution but have multiple barriers to be overcome. One such barrier is the durability of superconducting windings. Superconductors are typically brittle, and encapsulants used to hold windings in place are a significant source of stress because of the mismatches in coefficient of thermal expansion at temperatures between room temperature and operational temperatures (20 to 77 K). These encapsulants also form a thermal barrier that can be detrimental to cooling the superconductors. This paper describes an initial study of commercially available encapsulants as it relates to superconducting machine applications along with initial modeling of thermal stress in superconducting windings for a superconducting or cryogenically cooled stator in a 5 MW electric machine.
Achieving larger benefits from electrified propulsion in single aisle aircraft (the largest commercial aircraft market segment) necessitates that a significant fraction of their 20 MW or greater propulsion system be electrified. These aircraft would require up to 10-20 of today’s state-of-the art machines, which have been demonstrated up to 2.5 MW for aerospace use, and could benefit further from 5 MW+ designs. However, when conventionally cooled, high power density machines still produce a significant amount of waste heat, translating into heavy thermal management and detracting from system benefits. Highly efficient fully superconducting electric machines (or those with a cryogenically cooled, high purity copper or aluminum stator) are a possible solution but have multiple barriers to overcome. One such barrier is the durability of superconducting windings. Superconductors are typically brittle, and encapsulants used to hold windings in place are a significant source of stress due to mismatches in coefficient of thermally induced contraction between ambient and operational temperatures (20 to 77 K). Lack of compliance between the materials at operational temperatures also adds significant stress. These encapsulants also form a thermal barrier that can be detrimental to cooling the superconductors. This work describes an initial study of commercially available encapsulants as it relates to superconducting machine applications, along with initial modeling of thermal stress in superconducting windings for a superconducting or cryogenically cooled stator in a 5 MW electric machine.
A high-power, continuous-wave laser was designed for use in power transmission and energy-collecting systems, and for producing incoherent light for pumping a laser material. The laser has a high repetitive pulsing rate per unit time, resulting in a high-power density beam. The laser is composed of xenon flash tubes powered by fast-charging capacitors flashed in succession by a high-speed motor connected to an automobile-type distributor.
The Compound Cycle Engine (CCE) is a highly turbocharged, power compounded, ultra-high power density, light-weight diesel engine. The turbomachinery is similar to a moderate pressure ratio, free power turbine engine and the diesel core is high speed and a low compression ratio. This engine is considered a potential candidate for future military light helicopter applications. This executive summary presents cycle thermodynamic (SFC) and engine weight analyses performed to establish general engine operating parameters and configuration. An extensive performance and weight analysis based on a typical two hour helicopter (+30 minute reserve) mission determined final conceptual engine design. With this mission, CCE performance was compared to that of a T-800 class gas turbine engine. The CCE had a 31% lower-fuel consumption and resulted in a 16% reduction in engine plus fuel and fuel tank weight. Design SFC of the CCE is 0.33 lb-HP-HR and installed wet weight is 0.43 lbs/HP. The major technology development areas required for the CCE are identified and briefly discussed.
This presentation is a summary of the core-noise implications of NASA's primary N+3 aircraft concepts. These concepts are the MIT/P&W D8.5 Double Bubble design, the Boeing/GE SUGAR Volt hybrid gas-turbine/electric engine concept, the NASA N3-X Turboelectric Distributed Propulsion aircraft, and the NASA TBW-XN Truss-Braced Wing concept. The first two are future concepts for the Boeing 737/Airbus A320 US transcontinental mission of 180 passengers and a maximum range of 3000 nm. The last two are future concepts for the Boeing 777 transpacific mission of 350 passengers and a 7500 nm range. Sections of the presentation cover: turbofan design trends on the N+1.5 time frame and the already emerging importance of core noise; the NASA N+3 concepts and associated core-noise challenges; the historical trends for the engine bypass ratio (BPR), overall pressure ratio (OPR), and combustor exit temperature; and brief discussion of a noise research roadmap being developed to address the core-noise challenges identified for the N+3 concepts. The N+3 conceptual aircraft have (i) ultra-high bypass ratios, in the rage of 18 - 30, accomplished by either having a small-size, high-power-density core, an hybrid design which allows for an increased fan size, or by utilizing a turboelectric distributed propulsion design; and (ii) very high OPR in the 50 - 70 range. These trends will elevate the overall importance of turbomachinery core noise. The N+3 conceptual designs specify the need for the development and application of advanced liners and passive and active control strategies to reduce the core noise. Current engineering prediction of core noise uses semi-empirical methods based on older turbofan engines, with (at best) updates for more recent designs. The models have not seen the same level of development and maturity as those for fan and jet noise and are grossly inadequate for the designs considered for the N+3 time frame. An aggressive program for the development of updated noise prediction tools for integrated core assemblies as well as and strategies for noise reduction and control is needed in order to meet the NASA N+3 noise goals. The NASA Fundamental Aeronautics Program has the principal objective of overcoming today's national challenges in air transportation. The SFW Reduced-Perceived-Noise Technical Challenge aims to develop concepts and technologies to dramatically reduce the perceived aircraft noise outside of airport boundaries. This reduction of aircraft noise is critical to enabling the anticipated large increase in future air traffic.
A concept known as a thermo-electronic laser energy converter (TELEC), was studied as a method of converting a 10.6 micron CO2 laser beam into electric power. The calculated characteristics of a TELEC seem to be well matched to the requirements of a spacecraft laser energy conversion system. The TELEC is a high power density plasma device which absorbs an intense laser beam by inverse bremsstrahlung with the plasma electrons. In the TELEC process, electromagnetic radiation is absorbed directly in the plasma electrons producing a high electron temperature. The energetic electrons diffuse out of the plasma striking two electrodes which are in contact with the plasma at the boundaries. These two electrodes have different areas: the larger one is designated as the collector, the smaller one is designated as the emitter. The smaller electrode functions as an electron emitter provide continuity of the current. Waste heat is rejected from the collector electrode. An experiment was carried out with a high power laser using a cesium vapor TELEC cell with 30 cm active length. Laser supported plasma were produced in the TELEC device during a number of laser runs over a period of several days. Electric power from the TELEC was observed with currents in the range of several amperes and output potentials of less than 1 volt.
The thermoelectronic laser energy converter (TELEC), was studied as a method of converting a 10.6 mm CO2 laser beam into electric power. The calculated characteristics of a TELEC seem to be well matched to the requirements of a spacecraft laser energy conversion system. The TELEC is a high power density plasma device which absorbs an intense laser beam by inverse bremsstrahlung with the plasma electrons. In the TELEC process, electromagnetic radiation is absorbed directly in the plasma electrons producing a high electron temperature. The energetic electrons diffuse out of the plasma striking two electrodes which are in contact with the plasma at the boundaries. These two electrodes have different areas: the larger one is designated as the collector, the smaller one is designated as the emitter. The smaller electrode functions as an electron emitter to provide continuity of the current. Waste heat is rejected from the collector electrode. An experiment was carried out with a high power laser using a cesium vapor TELEC cell with 30 cm active length. Laser supported plasma was produced in the TELEC device during a number of laser runs over a period of several days. Electric power from the TELEC was observed with currents in the range of several amperes and output potentials of less than 1 volt. The magnitudes of these electric outputs were smaller than anticipated but consistent with the power levels of the laser during this experiment.
Contents include the following: High power density motors. The training process of the organization development and training office. Modeling and analysis of a regenerative fuel cell propulsion system for a high altitude long endurance. Increasing the thermal stability of aluminum titanate for solid oxide mJEL cell anodes. Microstructural evaluation of forging parameters for superalloy disks. Epoxy adgesives for stator magnet assembly in stirling radioisotope generator. Nickel-Hydrogen and lithium ion space batteries. Statistical and prediction modeling of the Ka band using experimental results from ACTS propagation terminals at 20.185 and 27.505 GHz.
Aeronautics research at NASA Glenn Research Center includes development, characterization and modeling of high temperature, lightweight materials and fabrication processes for aircraft propulsion systems with increased efficiency and reduced emissions, fuel burn and noise. Current propulsion materials research includes Ceramic Matrix Composites and Environmental Barrier Coatings, Polymer Matrix Composites and Additive Manufacturing processes. This presentation will summarize recent progress and plans in these areas. Ceramic Matrix Composites for Turbine Components: As part of NASA's Aeronautics research, Glenn Research Center has developed Ceramic Matrix Composites for 2700 degrees Fahrenheit turbine engine applications in the next generation of ultra-efficient aircraft. In this presentation, the development of advanced fiber and matrix constituents that enabled this advancement will be reviewed, and characterization of the resulting improvements in mechanical properties and durability will be summarized. Progress toward the development and validation of models predicting the effects of the engine environment on durability of Ceramic Matrix Composites and Environmental Barrier Coatings will be summarized. Progress and plans for collaborative research with industry and other government agencies will be reviewed. Polymer Matrix Composites for Powertrain and Impact Protection: A lightweight, hybrid polymer matrix composite/steel gear concept for rotorcraft power transmission applications was evaluated at realistic speed, torque, and power conditions. Dynamic testing was performed at 5000 horsepower and 5400 revolutions per minute with no performance degradation. Test results demonstrated the potential of hybrid composite / metal gears to reduce gear weight by approximately 15 percent, enabling the implementation of multi-speed drive systems, which would otherwise have a weight penalty, for increased speed and efficiency. Results of post-test inspection and endurance tests will be presented. Separately, ballistic impact tests demonstrated improved damage tolerance in polymer matrix composites by incorporating lightweight, thermoplastic veil materials between selected composite plies during the composite fabrication process. Results of impact tests and post-test inspection will be presented. Additive Manufacturing for Electric Propulsion: Additive Manufacturing processes offer the potential to fabricate new, high power density electric motor designs with complex geometries, multi-material components and optimally designed components that would not be feasible with traditional manufacturing processes. High performance stator components using advanced 3-phase conductive coils were fabricated using direct printing with optimized silver pastes. Additional additive manufacturing methods are being used to fabricate rotors and motor housing components. Systems studies show that the higher performance and lower weight motors offer improved energy efficiency and reduced emissions. Improvements to motor performance resulting from optimized materials and component designs will be presented.
The compound cycle engine (CCE) is a highly turbocharged, power-compounded, ultra-high-power-density, lightweight diesel engine. The turbomachinery is similar to a moderate-pressure-ratio, free-power-turbine gas turbine engine and the diesel core is high speed and a low compression ratio. This engine is considered a potential candidate for future military helicopter applications. Cycle thermodynamic specific fuel consumption (SFC) and engine weight analyses performed to establish general engine operating parameters and configurations are presented. An extensive performance and weight analysis based on a typical 2-hour helicopter (+30 minute reserve) mission determined final conceptual engine design. With this mission, CCE performance was compared to that of a contemporary gas turbine engine. The CCE had a 31 percent lower-fuel consumption and resulted in a 16 percent reduction in engine plus fuel and fuel tank weight. Design SFC of the CCE is 0.33 lb/hp-hr and installed wet weight is 0.43 lb/hp. The major technology development areas required for the CCE are identified and briefly discussed.
Recent trends in aerospace Power Management and Distribution (PMAD) systems focus on using commercial off-the-shelf (COTS) components as standard building blocks. This move to more modular designs has been driven by a desire to reduce costs and development times, but is also due to the impressive power density and efficiency numbers achieved by today's commercial DC-DC converters. However, the PMAD designer quickly learns of the hidden "costs" of using COTS converters. The most significant cost is the required addition of external input filters to meet strict electromagnetic interference (MIAMI) requirements for space systems. In fact, the high power density numbers achieved by the commercial manufacturers are greatly due to the lack of necessary input filters included in the COTS module. The NASA Glenn Research Center is currently pursuing a digital control technology that addresses this problem with modular DC-DC converters. This paper presents the digital control technologies that have been developed to greatly reduce the input filter requirements for paralleled, modular DC-DC converters. Initial test result show that the input filter's inductor size was reduced by 75 percent, and the capacitor size was reduced by 94 percent while maintaining the same power quality specifications.