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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Arched-outer-race ball-bearing analysis considering centrifugal forces

A first-order thrust load analysis that considers centrifugal forces but which neglects gyroscopics, elastohydrodynamics, and thermal effects was performed. The analysis was applied to a 150-mm-bore angular-contact ball bearing. Fatigue life, contact loads, and contact angles are shown for conventional and arched bearings. The results indicate that an arched bearing is highly desirable for high-speed applications. In particular, at an applied load of 4448 n (1000 lb) and a DN value of 3 million (20,000 rpm) the arched bearing shows an improvement in life of 306 percent over that of a conventional bearing.

Hamrock, B. J.↗
NASA NTRSDate not supplied

Computational Analysis of a Multiple-Nozzle Supersonic Retropropulsion Configuration

Supersonic retropropulsion is an enabling capability to land large payloads on the surface of Mars. The retropropulsion flowfield is a highly dynamic environment with strong shocks, free shear layers, and plumes opposing high-speed flow. For flight vehicles with large aerodynamic surface area, such as NASA concepts for human Mars exploration, retropropulsion can induce significant aerodynamic interference forces and moments on the vehicle during powered flight. A multiple-nozzle configuration from upcoming, inert gas, sub-scale, supersonic wind tunnel testing is simulated at Mach 2.4 conditions for angles of attack of 0 and 10 degrees and thrust coefficients of 0.5, 1.0, and 2.5. This paper examines changes in the resulting flowfield, surface pressures, and integrated forces with thrust force coefficient and angle of attack using a Detached Eddy Simulation approach.

retropropulsion↗
NASA NTRS1999

Selected Performance Measurements of the F-15 ACTIVE Axisymmetric Thrust-Vectoring Nozzle

Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

Orme, John S.↗
NASA NTRS1998

Selected Performance Measurements of the F-15 Active Axisymmetric Thrust-vectoring Nozzle

Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

Orme, John S.↗
NASA NTRS2014

Elastic Model Transitions: A Hybrid Approach Utilizing Quadratic Inequality Constrained Least Squares (LSQI) and Direct Shape Mapping (DSM)

A method for transitioning linear time invariant (LTI) models in time varying simulation is proposed that utilizes a hybrid approach for determining physical displacements by augmenting the original quadratically constrained least squares (LSQI) algorithm with Direct Shape Mapping (DSM) and modifying the energy constraints. The approach presented is applicable to simulation of the elastic behavior of launch vehicles and other structures that utilize discrete LTI finite element model (FEM) derived mode sets (eigenvalues and eigenvectors) that are propagated throughout time. The time invariant nature of the elastic data presents a problem of how to properly transition elastic states from the prior to the new model while preserving motion across the transition and ensuring there is no truncation or excitation of the system. A previous approach utilizes a LSQI algorithm with an energy constraint to effect smooth transitions between eigenvector sets with no requirement that the models be of similar dimension or have any correlation. This approach assumes energy is conserved across the transition, which results in significant non-physical transients due to changing quasi-steady state energy between mode sets, a phenomenon seen when utilizing a truncated mode set. The computational burden of simulating a full mode set is significant so a subset of modes is often selected to reduce run time. As a result of this truncation, energy between mode sets may not be constant and solutions across transitions could produce non-physical transients. In an effort to abate these transients an improved methodology was developed based on the aforementioned approach, but this new approach can handle significant changes in energy across mode set transitions. It is proposed that physical velocities due to elastic behavior be solved for using the LSQI algorithm, but solve for displacements using a two-step process that independently addresses the quasi-steady-state and non-steady-state contributions to the elastic displacement. For structures subject to large external forces, such as thrust or atmospheric drag, it is imperative to capture these forces when solving for elastic displacement. To simplify the mathematical formulation, assumptions are made regarding mass matrix normalization, constant external forcing, and constant viscous damping. These simplifications allow for direct solutions to the quasi-steady-state displacements through a process titled Direct Shape Mapping. DSM solves for the displacements using the eigenvalues of the elastic modes and the external forcing and returns a set of elastic displacements dictated by the eigenvectors of the post-transition mode set. For the non-steady-state contributions to displacement we formulate a LSQI problem that is constrained by energy of the non-steady state terms. The contributions from the quasi-steady-state and non-steady state solutions are then combined to obtain the physical displacements associated with the new set of eigenvectors. Results for the LSQI-DSM approach show significant reduction/complete removal of transients across mode set transitions while maintaining elastic motion from the prior state. For time propagation applications employing discrete elastic models that need to be transitioned in time and where running with full a full mode set is not feasible, the method developed offers a practical solution to simulating vehicle elasticity.

Hannan, Mike R.↗
NASA NTRS1974

Solid rocket thrust vector control

Thrust vector control systems that superimpose a side force on the motor thrust, steering being achieved by the side force causing a moment about the vehicle center of gravity are described. A brief review of thrust vector control systems is presented, and two systems, flexible joint and liquid injection, are treated in detail. Treatment of the flexible-joint thrust vector control system is limited to the design of the flexible joint and its insulation against hot motor gases. Treatment of the liquid injection thrust vector control system is limited to discussion of the injectant, valves, piping, storage tanks, and pressurization system; no evaluation is presented of the nozzle except for (1) the effect of the injectant and erosion at the injection port and (2) the effect of injection on pressure distribution within the nozzle.

Source record↗
NASA NTRS2016

Human and Robotic Exploration Missions to Phobos Prior to Crewed Mars Surface Missions

Phobos is a scientifically significant destination that would facilitate the development and operation of the human Mars transportation infrastructure, unmanned cargo delivery systems and other Mars surface systems. In addition to developing systems relevant to Mars surface missions, Phobos offers engineering, operational, and public engagement opportunities that could enhance subsequent Mars surface operations. These opportunities include the use of low latency teleoperations to control Mars surface assets associated with exploration science, human landing‐site selection and infrastructure development which may include in situ resource utilization (ISRU) to provide liquid oxygen for the Mars Ascent Vehicle (MAV). A human mission to Mars' moons would be preceded by a cargo predeploy of a surface habitat and a pressurized excursion vehicle (PEV) to Mars orbit. Once in Mars orbit, the habitat and PEV would spiral to Phobos using solar electric propulsion based systems, with the habitat descending to the surface and the PEV remaining in orbit. When a crewed mission is launched to Phobos, it would include the remaining systems to support the crew during the Earth‐Mars transit and to reach Phobos after insertion in to Mars orbit. The crew would taxi from Mars orbit to Phobos to join with the predeployed systems in a spacecraft that is based on a MAV, dock with and transfer to the PEV in Phobos orbit, and descend in the PEV to the surface habitat. A static Phobos surface habitat was chosen as a baseline architecture, in combination with the PEV that was used to descend from orbit as the main exploration vehicle. The habitat would, however, have limited capability to relocate on the surface to shorten excursion distances required by the PEV during exploration and to provide rescue capability should the PEV become disabled. To supplement exploration capabilities of the PEV, the surface habitat would utilize deployable EVA support structures that allow astronauts to work from portable foot restraints or body restrain tethers in the vicinity of the habitat. Prototype structures were tested as part of NEEMO 20. PEVs would contain closed loop guidance and provide life support and consumables for two crew for 2 weeks plus reserves. The PEV has a cabin that uses the exploration atmosphere of 8.2 psi with 34% oxygen, enabling use of suit ports for rapid EVA with minimal oxygen prebreathe as well as dust control by keeping the suits outside the pressurized volume. When equipped with outriggers and control moment gyros, the PEV enables EVA tasks of up to 8 pounds of force application without the need to anchor. Tasks with higher force requirements can be performed with PEV propulsion providing the necessary thrust to react forces. Exploration of Phobos builds heavily from the developments of the cis‐lunar proving ground, and significantly reduces Mars surface risk by facilitating the development and testing of habitats, MAVs, and pressurized rover cabins that are all Mars surface forward. A robotic precursor mission to Phobos and Deimos is also under consideration and would need to launch in 2022 to support a 2031 human Phobos mission.

Gernhardt, Michael L.↗
NASA NTRS2003

Derivation of the Data Reduction Equations for the Calibration of the Six-component Thrust Stand in the CE-22 Advanced Nozzle Test Facility

This paper documents the derivation of the data reduction equations for the calibration of the six-component thrust stand located in the CE-22 Advanced Nozzle Test Facility. The purpose of the calibration is to determine the first-order interactions between the axial, lateral, and vertical load cells (second-order interactions are assumed to be negligible). In an ideal system, the measurements made by the thrust stand along the three coordinate axes should be independent. For example, when a test article applies an axial force on the thrust stand, the axial load cells should measure the full magnitude of the force, while the off-axis load cells (lateral and vertical) should read zero. Likewise, if a lateral force is applied, the lateral load cells should measure the entire force, while the axial and vertical load cells should read zero. However, in real-world systems, there may be interactions between the load cells. Through proper design of the thrust stand, these interactions can be minimized, but are hard to eliminate entirely. Therefore, the purpose of the thrust stand calibration is to account for these interactions, so that necessary corrections can be made during testing. These corrections can be expressed in the form of an interaction matrix, and this paper shows the derivation of the equations used to obtain the coefficients in this matrix.

Wong, Kin C.↗
NASA NTRS1978

Aerodynamic characteristics induced on a supercritical wing due to vectoring twin nozzles at Mach numbers from 0.40 to 0.95

The induced lift characteristics are studied for a vectored-thrust concept in which jet-exhaust nozzles were located in the fuselage at the wing trailing edge. The wing had a supercritical airfoil section. The investigation was conducted at Mach numbers from 0.4 to 0.95, angles of attack up to 14 deg, and thrust coefficients up to 0.35, and nozzle deflection angles of 0 deg and 30 deg. Separate force balances were used to determine both total aerodynamic and thrust forces alone which allowed for a direct measurement of jet turning angle at forward speeds. The Reynolds number per meter varied from 8.20 x 1 million to 12.80 x 1 million. The results show that the configuration with the supercritical wing generally had a better performance with respect to both lift augmentation and drag reduction than the same configuration with a 64 series airfoil.

Capone, F. J.↗
NASA NTRS1961

Preliminary Investigation of an Underwater Ramjet Powered by Compressed Air

Part I contains the results of a preliminary experimental investigation of a particular design of an underwater ramjet or hydroduct powered by compressed air. The hydroduct is a propulsion device in which the energy of an expanding gas imparts additional momentum to a stream of water through mixing. The hydroduct model had a fineness ratio of 5.9, a maximum diameter of 3.2 inches, and a ratio of inlet area to frontal area of 0.32. The model was towed at a depth of 1 inch at forward speeds between 20 and 60 feet per second for airflow rates from 0.1 to 0.3 pound per second. Longitudinal force and pressures at the inlet and in the mixing chamber were determined. The hydroduct produced a positive thrust-minus-drag force at every test speed. The force and pressure coefficients were functions primarily of the ratio of weight airflow to free-stream velocity. The maximum propulsive efficiency based on the net internal thrust and an isothermal expansion of the air was approximately 53 percent at a thrust coefficient of 0.10. The performance of the test model may have been influenced by choking of the exit flow. Part II is a theoretical development of an underwater ramjet using air as "fuel." The basic assumption of the theoretical analysis is that a mixture of water and air can be treated as a compressible gas. More information on the properties of air-water mixtures is required to confirm this assumption or to suggest another approach. A method is suggested from which a more complete theoretical development, with the effects of choking included, may be obtained. An exploratory computation, in which this suggested method was used, indicated that the effect of choked flow on the thrust coefficient was minor.

Mottard, Elmo J.↗
NASA NTRS1933

Measurement of the Differential and Total Thrust and Torque of Six Full-Scale Adjustable-Pitch Propellers

Force measurements giving total thrust and torque, and propeller slip stream surveys giving differential thrust and torque were simultaneously made on each of six full-scale propellers in the 20-foot propeller-research tunnel of the National Advisory Committee for Aeronautics. They were adjustable-pitch metal propellers 9.5 feet in diameter; three had modified Clark Y blade sections and three had modified RAF-6 blade sections. This report gives the differential thrust and torque and the variation caused by changing the propeller tip speed and the pitch setting. The total thrust and torque obtained from integration of the thrust and torque distribution curves are compared with those obtained by direct force measurements.

Stickle, George W↗
NASA NTRS1987

Development of circulation control technology for powered-lift STOL aircraft

The flow entraining capabilities of the Circulation Control Wing high lift system were employed to provide an even stronger STOL potential when synergistically combined with upper surface mounted engines. The resulting configurations generate very high supercirculation lift in addition to a vertical component of the pneumatically deflected engine thrust. A series of small scale wind tunnel tests and full scale static thrust deflection tests are discussed which provide a sufficient data base performance. These tests results show thrust deflections of greater than 90 deg produced pneumatically by nonmoving aerodynamic surfaces, and the ability to maintain constant high lift while varying the propulsive force from high thrust recovery required for short takeoff to high drag generation required for short low speed landings.

Englar, Robert J.↗
NASA NTRS1994

Static performance investigation of a skewed-throat multiaxis thrust-vectoring nozzle concept

The static performance of a jet exhaust nozzle which achieves multiaxis thrust vectoring by physically skewing the geometric throat has been characterized in the static test facility of the 16-Foot Transonic Tunnel at NASA Langley Research Center. The nozzle has an asymmetric internal geometry defined by four surfaces: a convergent-divergent upper surface with its ridge perpendicular to the nozzle centerline, a convergent-divergent lower surface with its ridge skewed relative to the nozzle centerline, an outwardly deflected sidewall, and a straight sidewall. The primary goal of the concept is to provide efficient yaw thrust vectoring by forcing the sonic plane (nozzle throat) to form at a yaw angle defined by the skewed ridge of the lower surface contour. A secondary goal is to provide multiaxis thrust vectoring by combining the skewed-throat yaw-vectoring concept with upper and lower pitch flap deflections. The geometric parameters varied in this investigation included lower surface ridge skew angle, nozzle expansion ratio (divergence angle), aspect ratio, pitch flap deflection angle, and sidewall deflection angle. Nozzle pressure ratio was varied from 2 to a high of 11.5 for some configurations. The results of the investigation indicate that efficient, substantial multiaxis thrust vectoring was achieved by the skewed-throat nozzle concept. However, certain control surface deflections destabilized the internal flow field, which resulted in substantial shifts in the position and orientation of the sonic plane and had an adverse effect on thrust-vectoring and weight flow characteristics. By increasing the expansion ratio, the location of the sonic plane was stabilized. The asymmetric design resulted in interdependent pitch and yaw thrust vectoring as well as nonzero thrust-vector angles with undeflected control surfaces. By skewing the ridges of both the upper and lower surface contours, the interdependency between pitch and yaw thrust vectoring may be eliminated and the location of the sonic plane may be further stabilized.

Wing, David J.↗