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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 NTRSDate not supplied

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth’s atmosphere and non-Earth atmospheres. The focus of this presentation is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. The presentation will start with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the “insulated airplane” approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the presentation will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

Thermal Protection Systems, hot structure↗
NASA NTRSDate not supplied

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth’s atmosphere and non-Earth atmospheres. The focus of this presentation is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. The presentation will start with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the “insulated airplane” approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the presentation will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

Thermal Protection Systems↗
NASA NTRS2009

Optmization and Fabrication Studies in the Development of Structurally Integrated Thermal Protection System Technology

NASA HYP M&S is pursuing the development of SITPS: 1) Working with HYP MDAO to formulate methodology to incorporate SITPS into hypersonic vehicle design trades. 2) SITPS-0 to SITPS-1 (FY10): a) Manufacturing development and weight reduction (5.8 to 3.1 lb(sub m)/sq ft); b) Structural testing to mature SITPS model. 3) SITPS-2 (FY11): a) Focus on panel closeout, panel-to-panel load transfer, and panel curvature. 4) Extend fabrication technology to include alternate cores and insulations (FY12).

Stephens, Craig A.↗
DOE OSTI2020

Large-scale inflatable structures for tunnel protection: a review of the Resilient Tunnel Plug project

The protection of underground civil infrastructure continues to be a high priority for transportation and transit security agencies. In particular, rail transit tunnels running under bodies of water are susceptible to disruptions due to flooding caused by extraordinary climatic events such as hurricanes or other events resulting from human activities. Several events have taken place in the past decades that have demonstrated the need to mitigate vulnerabilities or, at least, minimize the consequences of catastrophic events. Although it is impossible to prevent all situations that can lead to flooding, damage can be substantially decreased by reducing the area affected by the event. To minimize the effects of an event, a possible approach is to compartmentalize the tunnel system by creating temporary barriers that can contain the propagation of flooding until a more permanent solution can be implemented. One way to create a temporary barrier is by the deployment of a large-scale inflatable structure, also known as an inflatable plug. In such an application, the inflatable structure is prepared for placement, either permanently or temporally, and maintained ready for deployment, inflation, and pressurization when needed. The internal plug pressure imparts a normal force against the tunnel wall surface with the friction between the plug and tunnel surfaces opposing axial movement of the plug. The sealing effectiveness depends on the ability of the inflatable structure to self-deploy and fit, without human intervention, to the intricacies of the perimeter of the conduit being sealed. Primary design constraints include having the plug stowed away from the dynamic envelope of the trains and being able to withhold the pressure of the flooding water. This work presents a compilation of the main aspects of the activities completed for the development of large-scale inflatable structures as part of the Resilient Tunnel Plug (RTP) Project. The main test results and lessons learned are presented to demonstrate the viability of implementing large-scale inflatable plugs for the containment of flooding in rail tunnels systems. Over 400 coupon and specimen tests, 200 reduced scale tests, and 100 full-scale tests were conducted to demonstrate the efficacy of the design of different prototypes over a 10-year research and development project. The culmination of the work was 12 large-scale flooding demonstrations where the inflatable tunnel plug was shown able to be deployed remotely and withstand a simulated flooding event.

42 ENGINEERING↗
NASA NTRS2008

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth's atmosphere and non-Earth atmospheres. The focus of this paper is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This paper will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the insulated airplane approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the paper will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

Glass, David E.↗
NASA NTRSDate not supplied

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth’s atmosphere and non-Earth atmospheres. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This presentation will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the “insulated airplane” approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the paper will discuss issues and design options for CMC TPS and hot structure components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

ceramic matrix composites↗
NASA NTRSDate not supplied

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth’s atmosphere and non-Earth atmospheres. The focus of this presentation is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. The presentation will start with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the “insulated airplane” approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the presentation will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

David E Glass↗
NASA NTRSDate not supplied

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth’s atmosphere and non-Earth atmospheres. The focus of this paper is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This paper will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the “insulated airplane” approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

Hypersonics↗
DOE OSTI2021

Team Rackovan - Alden - Fish Entrainment Reduction Structure (FERS) - Fish Protection Prize (Final Report)

In FY2020, the National Renewable Energy Laboratory (NREL) initiated a Prize competition with support from Pacific Northwest National Laboratory (PNNL), and sponsored by the U.S. Department of Energy Water Power Technologies Office (DOE WPTO), to support the development of innovative methods for excluding fish from water diversions and intakes: the Fish Protection Prize. Proposed solutions can include new ideas for addressing fish exclusion or improvements to existing technologies. Solutions can be applied to river and canal diversions, unscreened diversion pipes, or intakes at dams. In FY20 PNNL provided voucher support in the form of technical reviews and support, as well as graphics and presentation support, in helping the 9 finalists prepare for the Pitch Contest at the American Fisheries Society (AFS) virtual meeting. There were no subject inventions, patent applications, copyrights, and trademarks under this CRADA. The report herein provides an abstract of the presentation that the finalist presented at the American Fisheries Society virtual meeting in September 2020.

42 ENGINEERING↗
NASA NTRS2008

New Materials for Structural Composites and Protective Coatings

The objective of this Phase I project was to create novel conductive materials that are lightweight and strong enough for multiple ground support equipment and Exploration applications. The long-term goal is to combine these materials within specially designed devices to create composites or coatings with diagnostic capabilities, increased strength, and tunable properties such as transparency, electroluminescence, and fire resistance. One such technology application is a smart windows system. In such a system, the transmission of light through a window is controlled by electrical power. In the future, these materials may also be able to absorb sunlight and convert it into electrical energy to produce light, thereby creating a self-sufficient lighting system. This experiment, conducted in collaboration with the Georgia Institute of Technology, demonstrated enhancements in fabricating fiber materials from carbon nanotubes (CNT). These nanotubes were grown as forests in an ultra-high-purity chemical vapor deposition (CVD) furnace and then drawn, using novel processing techniques, into fibers and yarns that would be turned into filaments. This work was submitted to the Journal of Advanced Functional Materials. The CNT fibers were initially tested as filament materials at atmospheric pressure; however, even under high current loads, the filaments produced only random sparking. The CNT fibers were also converted into transparent, hydrophobic, and conductive sheets. Filament testing at low vacuum pressures is in progress, and the technology will be enhanced in 2008. As initial proof of the smart-windows application concept, the use of CNT sheets as composites/ protective coatings was demonstrated in collaboration with Nanocomp Technologies of Concord, New Hampshire.

Source record↗
NASA NTRSDate not supplied

Smooth Particle Hydrodynamic Code Predictions for Meteoroid Damage to Thermal Protection Systems Shielded By Composite Structures

Interplanetary spacecraft are exposed to meteoroid fluxes with characteristics far exceeding the physical simulation capabilities of test facilities for predicting the likelihood that a meteoroid will penetrate a spacecraft’s critical systems. Accurate risk predictions are crucial to ensuring that important interplanetary missions, such as sample returns, can survive years of exposure to the meteoroid environment and safely reenter the Earth’s atmosphere with their scientific cargo. In this paper, we summarize a series of meteoroid impact damage computational simulations into two types of spacecraft composite protective structures using the Smooth Particle Hydrodynamics Code. We consider the effects of both meteoric materials and non-meteoric materials on a shielded forebody thermal protection system (TPS) for an extreme entry environment and on an unshielded aftbody TPS that is similar to the material covering the space shuttle’s external tank.

Brooke Corbett↗
NASA NTRS1978

Recent Advances in Structures for Hypersonic Flight, part 2

The papers at this symposium were presented by 24 speakers representing airframe, missile, and engine manufacturers, the U.S. Air Force, and two NASA Research Centers. The papers cover a variety of topics including engine structures, cooled airframe structures, hot structures, thermal protection systems, cryogenic tankage structures, cryogenic insulations, and analysis methods for thermal/structures.

Source record↗
NASA NTRSDate not supplied

Measuring the Wear and Abrasive Resistance of Air Plasma Sprayed Aluminum Oxide for Lunar Exploration

Lunar regolith, especially finer dust particles traveling at high velocities, can cause significant wear and abrasive damage to structural components that ensure a prolongated presence on the surface of the Moon. With the absence of an atmosphere and lower gravity than on Earth, regolith particles maintain high velocities at large distances from where they were generated, for example next to lunar landers. Wear-resistant ceramic and ceramic composite materials can improve the durability of spacecraft components during long missions on the Moon’s surface. Aluminum oxide coatings are lightweight, have multifunctional properties, and have high strength including high hardness and wear resistance. These properties can help improve the durability of structures used in space exploration. Air plasma sprayed (APS) aluminum oxide coatings have demonstrated the potential to protect critical structures. This study investigated the abrasive wear resistance of APS aluminum oxide coatings via Taber abrasion experiments. Taber abrasion offers the advantage of quantifying the abrasive wear behavior of particles with different shapes on a surface. In this work, an abrasive wheel made of silicon carbide was utilized to evaluate wear properties of specimens progressively over 5000 cycles. This experiment focused on testing two series of specimens to determine whether a bond coat composed of nickel, chromium, aluminum, and yttrium (NiCrAlY) improved the protective behavior of the APS aluminum oxide coating. The specimens varied in topcoat thickness and were made with and without an approximately 100 µm bond coat layer. The mass of the specimens was measured at 400 cycles, 800 cycles, 3800 cycles, and 5000 cycles. Increasing thickness was found to result in higher wear for samples with and without a bond coat. Increased mass loss in samples with a bond coat was observed indicating a need for further studies on the overall impact of the use of a bond coat on the protective behavior of the coatings. To continue designing wear resistant coatings for structural protection in space missions, the multifunctional properties of the APS aluminum oxide coating will be studied. Future experiments will determine whether the APS aluminum oxide coating can protect the structures from other aspects of the harsh space environment, such as extreme temperature variations and ionizing radiation.

aluminum oxide↗
NASA NTRS2018

3D Printed Structural Core with MMOD Protection

Deep space exploration requires large habitats for both orbital and surface missions. The weight of a habitat is driven largely by its structure and future vehicles require lighter weight structures to minimize launch mass and cost. Unlike honeycomb core materials used in the past, a 3D printed core can be analyzed and optimized for specific load environments, further cutting down mass of the vehicle. Multi-functional structures can integrate features into the primary structure that are traditionally added mass. MMOD (Micro Meteor and Orbital Debris) protection, for example, can be integrated directly into the primary structure of a habitat. This minimizes the mass of the structure and eliminates the need for additional MMOD layers and attachment hardware. This project seeks to develop 3D printed structural core that can be optimized for flights loads and provide integrated MMOD protection.

Hagen, Richard↗
NASA NTRS2008

Structural Analysis of Lightning Protection System for New Launch Vehicle

This project includes the design and specification of a lightning protection system for Launch Complex 39 B (LC39B) at Kennedy Space Center, FL in support of the Constellation Program. The purpose of the lightning protection system is to protect the Crew Launch Vehicle (CLV) or Cargo Launch Vehicle (CaLV) and associated launch equipment from direct lightning strikes during launch processing and other activities prior to flight. The design includes a three-tower, overhead catenary wire system to protect the vehicle and equipment on LC39B as described in the study that preceded this design effort: KSC-DX-8234 "Study: Construct Lightning Protection System LC3 9B". The study was a collaborative effort between Reynolds, Smith, and Hills (RS&H) and ASRC Aerospace (ASRC), where ASRC was responsible for the theoretical design and risk analysis of the lightning protection system and RS&H was responsible for the development of the civil and structural components; the mechanical systems; the electrical and grounding systems; and the siting of the lightning protection system. The study determined that a triangular network of overhead catenary cables and down conductors supported by three triangular free-standing towers approximately 594 ft tall (each equipped with a man lift, ladder, electrical systems, and communications systems) would provide a level of lightning protection for the Constellation Program CLV and CaLV on Launch Pad 39B that exceeds the design requirements.

Cope, Anne↗
NASA NTRS1977

Protection of cooled blades of complex internal structure

The problem of general protection of cooled blades of complex internal structure was solved by a method called SF technique which makes possible the protection of both external and internal surfaces, as well as those of the orifices of cooling air, whatever their diameter. The SF method is most often applied in the case of pack process, at controlled or high activity; it can be of use on previously uncoated parts, but also on pieces already coated by a thermochemical, chemical or PVD method. The respective thickness of external and internal coatings may be precisely predetermined, no parasitic particle being liable to remain inside the parts after application of the protecting treatment. Results obtained to date by application of this method are illustrated by the presentation and examination of a various selection of advanced turbo engines.

Glamiche, P.↗