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Hydrogen oxygen rocket engine two phase liquid hydrogen pump capability and hydrodynamic design, analyzing constant-quality flow, acoustic effects, compressible flow and cavitation
Susceptibility of titanium alloys to hot-salt stress-corrosion cracking increased as follows: Ti-2Al-11Sn-5Zr-1Mo-0.2Si (679), Ti-6Al-2Sn-4Zr-2Mo (6242), Ti-6Al-4V (64), Ti-6Al-4V-3Co (643), Ti-8Al-1Mo-1V (811), and Ti-13V-11Cr-3Al (13-11-3). The Ti-5Al-6Sn-2Zr-1Mo-0.25Si (5621S) alloy was both the least and most susceptible, depending on heat treatment. Such rankings can be drastically altered by heat-to-heat variations and processing conditions. Residual compressive stresses reduce susceptibility to stress-corrosion. Detection of substantial concentrations of hydrogen in all corroded alloys confirmed the generality of a previously proposed hydrogen embrittlement mechanism.
Wave measurements in planetary foreshocks and cometary environments show the sporadic occurrence of magnetic spectra with harmonic structure related to ion-cyclotron frequencies. Dilute populations of anisotropic and/or drifting charged particles can excite obliquely propagating modes with spacecraft frequencies close to the observed harmonics. Previous analyses of this generation mechanism are extended to drifting and nondrifting loss-cone-type distributions of heavy ions in a dense hydrogen magnetoplasma, characterizing the complex (real frequency and growth rate) dispersion, polarization, and compressibility of the unstable cyclotron harmonic waves. Solution of the full kinetic dispersion equation shows that it is possible to attain harmonic excitation, both in the drifting and nondrifting regimes. However, the bandwidth inherent to frequency Doppler shifts of obliquely propagating waves might preclude the observation of spectral structure in the spacecraft frame. The Giotto observations in the upstream region of comet Halley provide a reference to discuss the results.
Electrical conductivities were measured for liquid D2 and H2 shock compressed to pressures of 10-20 GPa (100-200 kbar), molar volumes near 8 cu cm/mol, and calculated temperatures of 2900-4600 K. The semiconducting energy gap derived from the conductivities is 12 eV, in good agreement with recent quasi-particle calculations and with oscillator frequencies measured in diamond-anvil cells.
The Hydrogen Test Facility (HTF) has conducted mechanical testing for aerospace materials at NASA's Marshall Space Flight Center for many years. One of the first facilities of its kind to run high-pressure cryogenic permeability tests in liquid hydrogen, HTF is now characterized as a unique national resource capable of overcoming hazardous conditions to perform tests directly in various hydrogen environments. At HTF, custom test systems are operated in eight structurally reinforced test cells from 0 to 68,948 kPa (0 to 10,000 psi) at -253 to 982 C (--423 to 1800 F) in hydrogen, air, helium, and nitrogen, with other environments available upon request. Standard mechanical procedures include compression, fatigue crack growth rate, four-point bend, high/low cycle fatigue, fracture toughness, shear, strain-to-crack, and tensile testing. Cryogenic permeability and thermal conductivity and gaseous creep testing are offered, as well as simulated service under different combinations of operating environment(s), stress, pressure, and ambient-to-extreme temperatures. Advanced tests are routinely developed upon demand, and special component testing is also available. Current efforts include the renovation of two high-pressure gaseous test cells to generate data for a J-2X engine designed for Constellation's Ares I and V vehicles. In the past, HTF has supported other critical NASA programs, such as Apollo, Space Shuttle, and Next Generation Launch Technologies. During the 1990's, hundreds of tests were conducted in liquid hydrogen and liquid nitrogen during development of the Space Shuttle's super lightweight tank, which provided the thrust required to achieve low Earth orbit for the International Space Station. This facility was designed and built in 1963. Originally called the Low Temperature Test Facility, it became known as the Cryogenic Test Facility in the late 1980's and HTF in the early 1990's.
The nonlinear stability of compact schemes for shock calculations is investigated. In recent years compact schemes were used in various numerical simulations including direct numerical simulation of turbulence. However to apply them to problems containing shocks, one has to resolve the problem of spurious numerical oscillation and nonlinear instability. A framework to apply nonlinear limiting to a local mean is introduced. The resulting scheme can be proven total variation (1D) or maximum norm (multi D) stable and produces nice numerical results in the test cases. The result is summarized in the preprint entitled 'Nonlinearly Stable Compact Schemes for Shock Calculations', which was submitted to SIAM Journal on Numerical Analysis. Research was continued on issues related to two and three dimensional essentially non-oscillatory (ENO) schemes. The main research topics include: parallel implementation of ENO schemes on Connection Machines; boundary conditions; shock interaction with hydrogen bubbles, a preparation for the full combustion simulation; and direct numerical simulation of compressible sheared turbulence.
A flow through catalytic reactor which selectively catalytically decomposes methanol into a soot free hydrogen rich product gas utilizing engine exhaust at temperatures of 200 to 650 C to provide the heat for vaporizing and decomposing the methanol is described. The reactor is combined with either a spark ignited or compression ignited internal combustion engine or a gas turbine to provide a combustion engine system. The system may be fueled entirely by the hydrogen rich gas produced in the methanol decomposition reactor or the system may be operated on mixed fuels for transient power gain and for cold start of the engine system. The reactor includes a decomposition zone formed by a plurality of elongated cylinders which contain a body of vapor permeable, methanol decomposition catalyst preferably a shift catalyst such as copper-zinc.
This note discusses a computer program being developed to study the flow field near opposing perpendicular fuel injectors in scramjets. The MacCormack time-split, finite difference relaxation technique was used to solve the full two-dimensional compressible Navier-Stokes equations along with energy and species equations. By using this technique, a program was developed to consider the turbulent nonreacting flow of hydrogen and air in a rectangular duct. A damping term, proportional to the second derivative of pressure and temperature, was used to produce a stable solution behind the hydrogen jet in the neighborhood of the recompression shock. A case using actual conditions encountered in current scramjet design was analyzed, with results agreeing qualitatively with experimental observations.
A description is presented of the test calorimeter, the experimental technique, and the results obtained in an evaluation of four multilayer insulations selected for application on future multilaunch space vehicles utilizing liquid hydrogen and oxygen for orbital operations. Particular attention is paid to techniques for minimizing error in obtaining thermal conductivity data. The effective conductivity for four high-performance insulations was determined at a minimum of four compressive loads in the range from 0.0001 to 0.1 psi. Results show that the thermal conductivity of multilayer insulations is insensitive to small changes in mechanical loading at 1 torr interstitial gas pressure, but becomes increasingly more sensitive to mechanical loading as the interstitial gas pressure is reduced.
The broadening of the hydrogen lines during flares is thought to result from increased charge (electron, proton) density in the flare chromosphere. However, disagreements between theory and modeling prescriptions have precluded an accurate diagnostic of the degree of ionization and compression resulting from flare heating in the chromosphere. To resolve this issue, we have incorporated the unified theory of electric pressure broadening of the hydrogen lines into the non-LTE radiative-transfer code RH. This broadening prescription produces a much more realistic spectrum of the quiescent, A0 star Vega compared to the analytic approximations used as a damping parameter in the Voigt profiles. We test recent radiative-hydrodynamic (RHD) simulations of the atmospheric response to high nonthermal electron beam fluxes with the new broadening prescription and find that the Balmer lines are overbroadened at the densest times in the simulations. Adding many simultaneously heated and cooling model loops as a 'multithread' model improves the agreement with the observations. We revisit the three component phenomenological flare model of the YZ CMi Megaflare using recent and new RHD models. The evolution of the broadening, line flux ratios, and continuum flux ratios are well-reproduced by a multithread model with high-flux nonthermal electron beam heating, an extended decay phase model, and a 'hot spot' atmosphere heated by an ultra relativistic electron beam with reasonable filling factors: approximately 0.1%, 1%, and 0.1% of the visible stellar hemisphere, respectively. The new modeling motivates future work to understand the origin of the extended gradual phase emission.
The procedures and unique hardware used to conduct an experimental investigation into the response of a small-turboshaft-engine compression system to various hot gas ingestion patterns are presented. The temperature distortion generator described herein uses gaseous hydrogen to create both steady-state and time-variant, or transient, temperature distortion at the engine inlet. The range of transient temperature ramps produced by the distortion generator during the engine tests was from less than 111 deg K/sec (200 deg R/sec) to above 611 deg K/sec (1100 deg R/sec); instantaneous temperatures to 422 deg K (760 deg R) above ambient were generated. The distortion generator was used to document the maximum inlet temperatures and temperature rise rates that the compression system could tolerate before the onset of stall for various circumferential distortions as well as the compressor system response during stall.
The procedures and unique hardware used to conduct an experimental investigation into the response of a small-turboshaft-engine compression system to various hot gas ingestion patterns are presented. The temperature distortion generator described herein uses gaseous hydrogen to create both steady-state and time-variant, or transient, temperature distortion at the engine inlet. The range of transient temperature ramps produced by the distortion generator during the engine tests was from less than 111 deg K/sec (200 deg R/sec) to above 611 deg K/sec (1100 deg R/sec); instantaneous temperatures to 422 deg K (760 deg R) above ambient were generated. The distortion generator was used to document the maximum inlet temperatures and temperature rise rates that the compression system could tolerate before the onset of stall for various circumferential distortions as well as the compressor system response during stall.
The total energy versus interatomic spacing of ionic, metallic, covalent, and rare-gas solids is examined, and a universal form for pressure as a function of volume for all classes of solids in compression is derived. The relation is shown to hold for pressure-volume data for hydrogen and deuterium, xenon, cesium, molybdenum, sodium chloride, and magnesium oxide.
Utilization of an expansion tube to acquire turbulent, compressible free shear layer data with gases of direct relevance to hypersonic combustion systems (nitrogen, hydrogen, and oxygen) is demonstrated. Visualizations of the free shear layer by laser holographic interferometry and schlieren imaging show a distinctly asymmetric growth rate that is highly preferential toward the lower speed (secondary stream) side. For the nitrogen/nitrogen case, for which the convective velocity was lowest and convective Mach number highest, the growth rate on the primary side was virtually zero until the mixing layer reached the opposite (secondary) wall.
A computational fluid dynamics (CFD) model is developed to simulate pressure control of an ellipsoidal-shaped liquid hydrogen tank under external heating in low gravity. Pressure control is provided by an axial jet thermodynamic vent system (TVS) centered within the vessel that injects cooler liquid into the tank, mixing the contents and reducing tank pressure. The two-phase cryogenic tank model considers liquid hydrogen in its own vapor with liquid density varying with temperature only and a fully compressible ullage. The axisymmetric model is developed using a custom version of the commercially available FLOW-3D software and simulates low gravity extrapolations of engineering checkout tests performed at Marshall Space Flight Center in 1999 in support of the Solar Thermal Upper Stage Technology Demonstrator (STUSTD) program. Model results illustrate that stable low gravity liquid-gas interfaces are maintained during all phases of the pressure control cycle. Steady and relatively smooth ullage pressurization rates are predicted. This work advances current low gravity CFD modeling capabilities for cryogenic pressure control and aids the development of a low cost CFD-based design process for space hardware.
A computational fluid dynamics (CFD) model is developed to simulate pressure control of an ellipsoidal-shaped liquid hydrogen tank under external heating in normal gravity. Pressure control is provided by an axial jet thermodynamic vent system (TVS) centered within the vessel that injects cooler liquid into the tank, mixing the contents and reducing tank pressure. The two-phase cryogenic tank model considers liquid hydrogen in its own vapor with liquid density varying with temperature only and a fully compressible ullage. The axisymmetric model is developed using a custom version of the commercially available FLOW-31) software. Quantitative model validation is ,provided by engineering checkout tests performed at Marshall Space Flight Center in 1999 in support of the Solar Thermal Upper Stage_ Technology Demonstrator (STUSTD) program. The engineering checkout tests provide cryogenic tank self-pressurization test data at various heat leaks and tank fill levels. The predicted self-pressurization rates, ullage and liquid temperatures at discrete locations within the STUSTD tank are in good agreement with test data. The work presented here advances current CFD modeling capabilities for cryogenic pressure control and helps develop a low cost CFD-based design process for space hardware.
The TechEdSat flight series (TES-n), developed by the Nano Orbital Workshop (NOW) group at NASA Ames, has been studying cube satellite re-entry technologies with a focus on Exo-Brake drag device research. An exo-atmospheric braking device, the Exo-Brake uses the tenuous upper atmosphere acting in a free molecular flow regime to enable controllable adjustment of the drag profile of the host spacecraft, currently enabling rapid disposal of small spacecraft after mission conclusion, and eventual targeted de-orbit to a desired entry point at the Von Karman line, or approximately 100km in altitude. The TES-7 mission, flown on the first successful Virgin Orbit flight January 17, 2021, was injected into a 500km, 61-degree inclination orbit, with an expected orbital lifetime of approximately ten years. After successful deployment of a unique hydrogen gas-cell inflation design ‘disposal’-type Mylar Exo-Brake intended to rapidly de-orbit the spacecraft, the maximum expected orbital lifetime of the TES-7 spacecraft was successfully reduced from ten years to 1.3 years, an 87% reduction in orbit lifetime via a passive, fuel-less system. The subsequent TES-13 mission utilized a new, less complex ‘disposal’-type Exo-Brake design made from collapsible rigid struts rather than inflated struts to reduce the engineering, construction, and safety complexities introduced by the prior hydrogen gas inflation design. The rigid strut Exo-Brake design is stowed via rotational compression and deploys using only stored spring energy once released via electronic actuator. This new rotation compression storage design has become the new Exo-Brake design standard used on TES missions thanks to its simplicity. Following on the success of this new Exo-Brake design demonstrated by TES-13, the design was further refined to enabled active manipulation of the Exo-Brake effective drag area though a winch-like system. Both the TES-10 and TES-15 spacecraft were equipped with geometrically similar Exo-Brake devices capable of such active drag modulation, with the intent of studying the operational impact of having such devices on cube satellite missions. To increase the survival time of the Exo-Brake at low altitudes and thus gain more experiment time and better guidance capability, TES-15 was equipped with a modulated Exo-Brake constructed from 3M™ Nextel™ 440 ceramic oxide fiber, the same fabric material used in the Space Shuttle TPS system, rather than Mylar. After launching on Alpha Flight 2 October 1st, 2022, Firefly’s first successful launch, TES-15 met the same modulation restrictions as TES-10, with modulation prohibited above 200km to avoid possible collision with other spacecraft. In this case, a low deployment orbit caused an extremely short mission life, which, coupled with delayed spacecraft identification, exacerbated collision concerns and caused performance data of the high-temperature Exo-Brake design to be inconclusive. As such, the Nano Orbital Workshop has taken a new approach of only conducting modulated Exo-Brake research on missions deploying below ISS altitude to avoid collision avoidance restrictions, and is working to improve spacecraft identification and location reporting techniques to increase experiment durations. Upcoming TES mission will therefore use one of two classes of Exo-Brake depending on their target altitude, as to be described in the submission.
The TechEdSat flight series (TES-n), developed by the Nano Orbital Workshop (NOW) group at NASA Ames, has been studying cube satellite re-entry technologies with a focus on Exo-Brake drag device research. An exo-atmospheric braking device, the Exo-Brake uses the tenuous upper atmosphere acting in a free molecular flow regime to enable controllable adjustment of the drag profile of the host spacecraft, currently enabling rapid disposal of small spacecraft after mission conclusion, and eventual targeted de-orbit to a desired entry point at the Von Karman line, or approximately 100km in altitude. The TES-7 mission, flown on the first successful Virgin Orbit flight January 17, 2021, was injected into a 500km, 61-degree inclination orbit, with an expected orbital lifetime of approximately ten years. After successful deployment of a unique hydrogen gas-cell inflation design ‘disposal’-type Mylar Exo-Brake intended to rapidly de-orbit the spacecraft, the maximum expected orbital lifetime of the TES-7 spacecraft was successfully reduced from ten years to 1.3 years, an 87% reduction in orbit lifetime via a passive, fuel-less system. The subsequent TES-13 mission utilized a new, less complex ‘disposal’-type Exo-Brake design made from collapsible rigid struts rather than inflated struts to reduce the engineering, construction, and safety complexities introduced by the prior hydrogen gas inflation design. The rigid strut Exo-Brake design is stowed via rotational compression and deploys using only stored spring energy once released via electronic actuator. This new rotation compression storage design has become the new Exo-Brake design standard used on TES missions thanks to its simplicity. Following on the success of this new Exo-Brake design demonstrated by TES-13, the design was further refined to enabled active manipulation of the Exo-Brake effective drag area though a winch-like system. Both the TES-10 and TES-15 spacecraft were equipped with geometrically similar Exo-Brake devices capable of such active drag modulation, with the intent of studying the operational impact of having such devices on cube satellite missions. To increase the survival time of the Exo-Brake at low altitudes and thus gain more experiment time and better guidance capability, TES-15 was equipped with a modulated Exo-Brake constructed from 3M™ Nextel™ 440 ceramic oxide fiber, the same fabric material used in the Space Shuttle TPS system, rather than Mylar. After launching on Alpha Flight 2 October 1st, 2022, Firefly’s first successful launch, TES-15 met the same modulation restrictions as TES-10, with modulation prohibited above 200km to avoid possible collision with other spacecraft. In this case, a low deployment orbit caused an extremely short mission life, which, coupled with delayed spacecraft identification, exacerbated collision concerns and caused performance data of the high-temperature Exo-Brake design to be inconclusive. As such, the Nano Orbital Workshop has taken a new approach of only conducting modulated Exo-Brake research on missions deploying below ISS altitude to avoid collision avoidance restrictions, and is working to improve spacecraft identification and location reporting techniques to increase experiment durations. Upcoming TES mission will therefore use one of two classes of Exo-Brake depending on their target altitude, as to be described in the submission.