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Results for “Design for Manufacture and Assembly”

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 145 records · Page 8

All sources NASA NTRS DOE OSTI

DOE OSTI2024

Explosively driven Richtmyer–Meshkov instability jet suppression and enhancement via coupling machine learning and additive manufacturing

The ability to control the behavior of fluid instabilities at material interfaces, such as the shock-driven Richtmyer–Meshkov instability, is a grand technological challenge with a broad number of applications ranging from inertial confinement fusion experiments to explosively driven shaped charges. In this work, we use a linear-geometry shaped charge as a means of studying methods for controlling material jetting that results from the Richtmyer–Meshkov instability. A shaped charge produces a high-velocity jet by focusing the energy from the detonation of high explosives. The interaction of the resulting detonation wave with a hollowed cavity lined with a thin metal layer produces the unstable jetting effect. By modifying the characteristics of the detonation wave prior to striking the lined cavity, the kinetic energy of the jet can be enhanced or reduced. Modifying the geometry of the liner material can also be used to alter jetting properties. We apply optimization methods to investigate several design parameterizations for both enhancing or suppressing the shaped-charge jet. This is accomplished using 2D and 3D hydrodynamic simulations to investigate the design space that we consider. We also apply new additive manufacturing methods for producing the shaped-charge assemblies, which allow for the experimental testing of complicated design geometries obtained through computational optimization. We present a direct comparison of our optimized designs with experimental results carried out at the High Explosives Application Facility at Lawrence Livermore National Laboratory.

36 MATERIALS SCIENCE↗

NASA NTRS1980

Advanced composite elevator for Boeing 727 aircraft, volume 2

Preliminary design activity consisted of developing and analyzing alternate design concepts and selecting the optimum elevator configuration. This included trade studies in which durability, inspectability, producibility, repairability, and customer acceptance were evaluated. Preliminary development efforts consisted of evaluating and selecting material, identifying ancillary structural development test requirements, and defining full scale ground and flight test requirements necessary to obtain Federal Aviation Administration (FAA) certification. After selection of the optimum elevator configuration, detail design was begun and included basic configuration design improvements resulting from manufacturing verification hardware, the ancillary test program, weight analysis, and structural analysis. Detail and assembly tools were designed and fabricated to support a full-scope production program, rather than a limited run. The producibility development programs were used to verify tooling approaches, fabrication processes, and inspection methods for the production mode. Quality parts were readily fabricated and assembled with a minimum rejection rate, using prior inspection methods.

Chovil, D. V.↗

NASA NTRS1982

Automotive Stirling Engine Development Program

Activities performed on Mod I engine testing and test results; the manufacture, assembly, and test of a Mod I engine in the United States; design initiation of the Mod I-A engine system; transient performance testing; Stirling reference engine manufacturing and reduced size studies; components and subsystems; and the study and test of low cost alloys are summarized.

Nightingale, N.↗

NASA NTRS1980

Nickel-cadmium batteries for the Modular Power Subsystem

Nickel-cadmium batteries of 20 and 50 ampere-hour (AH) capacity have been developed and qualified. These batteries provide an energy storage capability of 40 to 150 AH for the Modular Power Subsystem, which is the power source for NASA's Multimission Modular Spacecraft. Battery fabrication is rigidly controlled to assure uniform performance from battery to battery. A unique feature of the battery design is that cells from various manufacturers can be used for battery assembly without modification. Both 20 and 50-AH batteries have been delivered, and an MPS module with three 20-AH batteries is currently operating satisfactorily in low earth orbit. Design characteristics and performance of the batteries are described.

Mueller, V. C.↗

NASA NTRS2018

Capture Latch Assembly for the NASA Docking System

Final Paper and not the abstract is attached. a summary of the Design, Development, and Qualification of the Capture Latch Assembly (CLA) for the NASA Docking System Block 1 (NDSB1). The CLA is an integral part of the Soft Capture System (SCS) of the NDSB1, serving the purpose of connecting the mating SCS Rings of two docking vehicles. The paper will present an overview of the function of the CLA and its basic concept of operations, including a summary of the major components of the CLA. The development, qualification, and production of the CLA will then be described. Particular focus will be provided on two major issues that occurred during production and qualification of the CLA. The first issue was failures of the CLA Motor (CLM) during acceptance testing (AT). The failures of the CLM were ultimately determined to be due to design defects and manufacturing errors in the motor commutation sensor assembly. The second issue was failure of the secondary release mechanism, or Contingency Capture Latch Release (CCLR) mechanism during development and qualification testing. The CCLR failures were found to be a result of excess free play in the release mechanism, resulting in wear leading to galling inside the release mechanism. An overview of each failure will be provided, along with a summary of the failure investigation and recovery process. Finally, Lessons Learned from each of the major issues and the overall development of the Capture Latch will be presented.

Capture Latch↗

NASA NTRS1999

CSP Manufacturing Challenges and Assembly Reliability

UNKNOWN

microvia↗

NASA NTRS1998

Structural Similitude and Scaling Laws

Aircraft and spacecraft comprise the class of aerospace structures that require efficiency and wisdom in design, sophistication and accuracy in analysis and numerous and careful experimental evaluations of components and prototype, in order to achieve the necessary system reliability, performance and safety. Preliminary and/or concept design entails the assemblage of system mission requirements, system expected performance and identification of components and their connections as well as of manufacturing and system assembly techniques. This is accomplished through experience based on previous similar designs, and through the possible use of models to simulate the entire system characteristics. Detail design is heavily dependent on information and concepts derived from the previous steps. This information identifies critical design areas which need sophisticated analyses, and design and redesign procedures to achieve the expected component performance. This step may require several independent analysis models, which, in many instances, require component testing. The last step in the design process, before going to production, is the verification of the design. This step necessitates the production of large components and prototypes in order to test component and system analytical predictions and verify strength and performance requirements under the worst loading conditions that the system is expected to encounter in service. Clearly then, full-scale testing is in many cases necessary and always very expensive. In the aircraft industry, in addition to full-scale tests, certification and safety necessitate large component static and dynamic testing. Such tests are extremely difficult, time consuming and definitely absolutely necessary. Clearly, one should not expect that prototype testing will be totally eliminated in the aircraft industry. It is hoped, though, that we can reduce full-scale testing to a minimum. Full-scale large component testing is necessary in other industries as well, Ship building, automobile and railway car construction all rely heavily on testing. Regardless of the application, a scaled-down (by a large factor) model (scale model) which closely represents the structural behavior of the full-scale system (prototype) can prove to be an extremely beneficial tool. This possible development must be based on the existence of certain structural parameters that control the behavior of a structural system when acted upon by static and/or dynamic loads. If such structural parameters exist, a scaled-down replica can be built, which will duplicate the response of the full-scale system. The two systems are then said to be structurally similar. The term, then, that best describes this similarity is structural similitude. Similarity of systems requires that the relevant system parameters be identical and these systems be governed by a unique set of characteristic equations. Thus, if a relation or equation of variables is written for a system, it is valid for all systems which are similar to it. Each variable in a model is proportional to the corresponding variable of the prototype. This ratio, which plays an essential role in predicting the relationship between the model and its prototype, is called the scale factor.

Simitses, George J.↗

DOE OSTI2022

Developing an Ultra-Compact, Topology-Optimized Heat Exchanger using Additive Manufacturing

Traditional heat exchanger designs have relied on a plate-fin architecture, assembled in a crossflow configuration. These HX designs are limited in their maximum allowable temperature and, therefore, efficiency. More advanced designs, such as those containing counter-flow, microtube cores, can yield higher efficiencies, but generally require complex headers. The design of such headers is usually determined based on user experience rather than on rigorous design tools, which can lead to lossy architectures; conventional headers can generate up to 50% of the total pressure loss through the HX. Furthermore, the consequences of manufacturing techniques are rarely considered during the design phase. Our team has developed an ultra-compact, topology-optimized heat exchanger capable of operating in environments with temperatures and pressures up to 800°C (1472°F) and 250 bar (3626 psi), respectively. Throughout the program, the team leveraged extensive additive manufacturing research and experience in supercritical carbon dioxide (sCO 2 ) power generation experience to develop and commercialize the technology. The final power density numbers for the subscale and full-scale heat exchangers are >15 kW/kg and >50 kW/L, which includes the core and the headers. The team has involved the RTX business units, notably Collins Aerospace, in discussions for commercializing the technology.

20 FOSSIL-FUELED POWER PLANTS↗

DOE OSTI2024

Next-Generation, High-temperature, High-frequency, High-efficiency, High-power-density Traction System

To meet performance and reliability requirements necessary for broader adoption of electric drive vehicles, the Electrical and Electronics Technical Team of the U.S. Drive partnership has established aggressive design goals for next-generation electric vehicle drivetrains. Specifically, the 2025 roadmap stipulates a 100 kW/L power density target and a $\$$2.7/kW cost target for power electronics, in addition to high-voltage operation (i.e., greater than 800 VDC). The additional targets for traction motor and the overall system performance impose further challenges on the power electronics design. For example, many high specific power machines have reduced iron content, and therefore reduced intrinsic filtering, thus requiring the inverter to supply a low-distortion drive current. These machines also typically have a high pole count, thus requiring drive current at a higher electrical frequency. Other motors, such as brush-less dc and switch reluctance machines, require a carefully-shaped, non-sinusoidal drive current (Yang, Shang, Brown, & Krishnamurthy, 2015), (Zhang, Bowman, O'Connel, & Haran, 2018), (Anderson, et al., 2018). Two- and three-level inverter topologies are the conventional framework for the power electronics design of the drivetrain, and some demonstrations have shown recent progress towards addressing cost, power density and efficiency goals (Gurpinar & Ozpineci, 2018), (Zhu, Kim, Chen, Erickson, & Maksimović, 2018), (Deshpande, Chen, Narayanasamy, Sathyanarayanan, & Luo, 2018), (Alizadeh, et al., 2019). However, an unconventional approach may be necessary to take the dramatic leap in power density necessitated by the roadmap—while simultaneously addressing the other system needs. Therefore, this project leverages the flying capacitor multilevel (FCML) topology, together with a scalable, modular approach, to address these needs. This type of hybrid converter has several advantages: lower voltage (i.e., less than 300 V) transistors can be used, energy-dense capacitors process most of the power, and the output current waveform is multilevel and exhibits a frequency multiplying effect—in other words, the output has reduced dv/dt and filtering requirements for the same high voltage dc bus. For example, in an electric vehicle with an 800 V bus, a 10-level FCML could leverage 100 V, commercially available GaN devices switching at 115 kHz to produce a ~1 MHz switching waveform (modulated according to the motor drive requirements) with one ninth of the dv/dt of a two-level converter. Prior work has already demonstrated promising performance and gravimetric power density figures for more electric aircraft applications (Pallo, Foulkes, Modeer, Coday, & Pilawa-Podgurski, 2018). This project leverages lessons learned to achieve the volumetric power density of 100 kW/L by employing advanced liquid cooling, address the 300,000 mile reliability challenge with redundant design, topology failure studies and online health monitoring, and reduce costs to $\$$2.7/kW through the use of low-cost GaN devices, modular converter assemblies, and modest modifications to traditional manufacturing methods. The project involved several hardware designs, each achieving increasing performance. At the conclusion of the project, a volumetric power density of 380 kW/L was achieved, in a 800V dc-ac converter, greatly surpassing even the aggressive target goal.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

“Hybridizing heat-integrated 3D printed modules with mass manufacturable, low pressure drop fiber sorbents” (Final Report)

The overall objective of this proposal was to research, develop, and evaluate a modular direct air capture (DAC) system that is simple and scalable. This system was based on the adsorption of CO 2 into commercial polyamines supported by porous fiber sorbents, which can be produced at kilometer per hour scales using our pre-pilot spinning line. We have housed these fiber materials in novel 3D printed modular housing systems that provide easy-to-manufacture and localized heat integration and flow control. This hybridization of fiber sorbent technology with modular housing provided several advantages that led to lower air pressure drops, higher sorbent productivity, as well as ease of manufacturing and assembly unrivaled by existing and emerging heat integrated contactor designs. The modular housing was fabricated with the following features, at a minimum: (i) a tapered air intake to reduce pressure drop related to entrance effects, (ii) a structured network of heat transfer channels to enable localized cooling and heating during adsorption and desorption, respectively, and (iii) low pressure drop supports for the fiber sorbents. This hybrid manufacturing approach provides a facile method for taking fiber sorbents from lab scale to pilot scale as it dramatically simplifies the fabrication of heat integrated contactor structures.

42 ENGINEERING↗

NASA NTRSDate not supplied

Autonomous In-space Construction, Maintenance, and Reconfiguration Using Programmable Meta-Material

NASA ARC's Coded Structures Laboratory (CSL) is developing autonomous construction, maintenance, and reconfiguration technologies to meet long-duration and deep space infrastructure needs, in accordance with long-term NASA goals of "in-space reliance" and "mass-less exploration." We seek to achieve these capabilities by utilizing a "programmable meta-material" approach that integrates emerging advances in materials (mechanical meta-materials), manufacturing (cooperative mobile robotics), and autonomy (multi-agent planning algorithms). Through the ARMADAS project, we have shown assembly of high-performance engineered cellular materials using multiple cooperating mobile robotic assemblers. In this paper, we describe how such a programmable meta-material architecture may shift the paradigm of how we design, build, manufacture, and operate future space infrastructure and assets. The core of a programmable meta-material architecture consists of 3 main technology sub-areas: the structure, the assembly agents, and the assembly algorithms. We co-design these systems to ensure an adaptable system that can create and reconfigure structures from a base set of building block components. From this core technology, we can branch out and expand the capability of the system through additional secondary component types and robotic agents to perform activities such as inspections, maintenance, repair, payload installation, or perform power and communications interconnect. As these technologies mature, future designers will be able to utilize the system to rapidly integrate and operate assets in space or on planetary surfaces from a set of well-tested part library, or create their own modules to integrate into the system. A core trait to the development of this system is the automation approach. Because of the modular and functional discrete (pixel-like) nature of the structural system, a diverse set of powerful algorithms for analysis, planning, and simulation can be adapted and leveraged to optimize construction, maintenance, and dynamic reorganization (as hardware with programmable form and function). With an ability to free the design space from launch vehicle constraints and fundamentally shift how a mission is designed and conducted, we discuss the influence of a programmable meta-material architecture on mission design, build, and operations. For the "design phase", we discuss project lifecycle effects, costs, time, and performance. For the "build phase", we discuss reusability, ISRU, manufacturing, material logistics, and scalability. And for "operations", we discuss autonomy, maintenance and upgrades, reliability, and reconfiguration. Autonomy and modularity are the primary enabling traits of this system. Engineering systems that utilize a modular and reconfiguration building block approach such as digital communication and computation systems, currently lead all other areas of technology in size and complexity scalability. NASA is extending the benefits and flexibility of digital systems to hardware systems, to optimize materials lifecycle management and expand our space exploration mission capabilities.

in space assembly↗

NASA NTRS2013

Next-Generation MKIII Lightweight HUT/Hatch Assembly

The MK III (H-1) carbon-graphite/ epoxy Hard Upper Torso (HUT)/Hatch assembly was designed, fabricated, and tested in the early 1990s. The spacesuit represented an 8.3 psi (≈58 kPa) technology demonstrator model of a zero prebreathe suit. The basic torso shell, brief, and hip areas of the suit were composed of a carbon-graphite/epoxy composite lay-up. In its current configuration, the suit weighs approximately 120 lb (≈54 kg). However, since future planetary suits will be designed to operate at 0.26 bar (≈26 kPa), it was felt that the suit's re-designed weight could be reduced to 79 lb (≈35 kg) with the incorporation of lightweight structural materials. Many robust, lightweight structures based on the technologies of advanced honeycomb materials, revolutionary new composite laminates, metal matrix composites, and recent breakthroughs in fullerene fillers and nanotechnology lend themselves well to applications requiring materials that are both light and strong. The major problem involves the reduction in weight of the HUT/ Hatch assembly for use in lunar and/or planetary applications, while at the same time maintaining a robust structural design. The technical objective is to research, design, and develop manufacturing methods that support fa b rica - tion of a lightweight HUT/Hatch assembly using advanced material and geometric redesign as necessary. Additionally, the lightweight HUT/Hatch assembly will interface directly with current MK III hardware. Using the new operating pressure and current MK III (H-1) interfaces as a starting block, it is planned to maximize HUT/Hatch assembly weight reduction through material selection and geometric redesign. A hard upper torso shell structure with rear-entry closure and corresponding hatch will be fabricated. The lightweight HUT/Hatch assembly will retrofit and interface with existing MK III (H-1) hardware elements, providing NASA with immediate "plug-andplay" capability. NASA crewmembers will have a lightweight, robust, life-support system that will minimize fatigue during extraterrestrial surface sojourns. Its unique feature is the utilization of a new and innovative family of materials used by the aerospace industry, which at the time of this reporting has not been used for the proposed application.

McCarthy, Mike↗

DOE OSTI2023

Functionally Designed Ultra-Lightweight Carbon Fiber Reinforced Thermoplastic Composites Door Assembly (Final Scientific/Technical Report)

This is the final technical report for a project that developed an ultra-lightweight carbon fiber reinforced thermoplastics composite door assembly for a mid-size SUV. The project was able achieve a weight reduction of at least 42.5% while maintaining or exceeding the fit, function, safety, stiffness, and crash performance requirements of the current baseline door. Additionally, the target cost was set at less than $5 per pound of weight saved. To accomplish these goals, the project team employed a systems approach that involves redesigning the door assembly, exploring novel materials, optimizing the design, and utilizing advanced manufacturing technologies.

42 ENGINEERING↗

NASA NTRS1979

The 25 kW power module evolution study. Part 3: Conceptual design for power module evolution. Volume 6: WBS and dictionary

Program elements of the power module (PM) system, are identified, structured, and defined according to the planned work breakdown structure. Efforts required to design, develop, manufacture, test, checkout, launch and operate a protoflight assembled 25 kW, 50 kW and 100 kW PM include the preparation and delivery of related software, government furnished equipment, space support equipment, ground support equipment, launch site verification software, orbital verification software, and all related data items.

Source record↗

NASA NTRS1977

Improvement of the mechanical and thermal properties of the metallized polycarbonate capacitor

Changes were studied which enable polycarbonate metallized film capacitors to withstand 500 thermal shock cycles while maintaining electrical characteristic integrity without becoming intermittent, and without losing hermeticity. The task was for metallized polycarbonate film capacitors designed to meet MIL-C-39022/9 and MIL-C-83421/1. The capacitor design improvements implemented were the insertion of a rubber washer between spray cap and end seal and the utilization of a flexible lead assembly. One hundred fifty capacitors incorporating the design improvements were manufactured and subsequently underwent 500 thermal shock cycles. One hundred forty nine capacitors survived the test. Failure analysis revealed that the lone failure was due to a poor solder joint, initially detected in pre-screening tests as having poor dissipation factor and equivalent series resistance measurement readings.

Kellerman, H. J.↗

NASA NTRS2016

Portable Life Support System 2.5 Fan Design and Development

NASA is building a high-fidelity prototype of an advanced Portable Life Support System (PLSS) as part of the Advanced Exploration Systems Program. This new PLSS, designated as PLSS 2.5, will advance component technologies and systems knowledge to inform a future flight program. The oxygen ventilation loop of its predecessor, PLSS 2.0, was driven by a centrifugal fan developed using specifications from the Constellation Program. PLSS technology and system parameters have matured to the point where the existing fan will not perform adequately for the new prototype. In addition, areas of potential improvement were identified with the PLSS 2.0 fan that could be addressed in a new design. As a result, a new fan was designed and tested for the PLSS 2.5. The PLSS 2.5 fan is a derivative of the one used in PLSS 2.0, and it uses the same nonmetallic, canned motor, with a larger volute and impeller to meet the higher pressure drop requirements of the PLSS 2.5 ventilation loop. The larger impeller allows it to operate at rotational speeds that are matched to rolling element bearings, and which create reasonably low impeller tip speeds consistent with prior, oxygen-rated fans. Development of the fan also considered a shrouded impeller design that could allow larger clearances for greater oxygen safety, assembly tolerances and particle ingestion. This paper discusses the design, manufacturing and performance testing of the new fans.

Quinn, Gregory↗

NASA NTRSDate not supplied

xPLSS Structural Backplate Design, Manufacture, and Test Overview

NASA Johnson Space Center (JSC) has been developing and building a new detailed design of the Exploration Extravehicular Mobility Unit (xEMU) space suit to support future International Space Station (ISS) and Lunar Artemis missions. The Exploration Portable Life Support System (xPLSS) of the xEMU contains some clever new technologies to meet the requirements to provide Extra Vehicular Activity (EVA) capability on the ISS and the Moon. The suit must interface with and fit through ports and airlocks of at least three vehicles: ISS, Human Landing System (HLS), and Gateway. The first partial xPLSS experimental flight unit called SWME EXPRESS Rack Flight Experiment (SERFE) that was a rack-deployed thermal control system payload on the ISS for two years (2020-2022). The first complete assembly of the xEMU was built as a Design Verification Test (DVT) unit (2022); similar to but more extensive than an Engineering Development Unit (EDU). The xPLSS Backplate serves not only as the structural backbone of the xPLSS and SERFE systems but also contains innovative design features to reduce the: mass, complexity, parts count, number ofseals (and therefore leak potential), and outer dimensions of the entire assembly. This paper provides an overview of these new design features, manufacturing processes, system interfaces, and SERFE/DVT test results of the Backplate as part of the xPLSS/xEMU.

xPLSS↗

NASA NTRS2023

xPLSS Structural Backplate Design, Manufacture, and Test Overview

xPLSS↗