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power generation and storage
solar cell
Advanced Efficiency Flexible Solar Film
By varying the number, type, orientation and functionality of various solar panel materials, a diverse family of devices can be constructed that can be tailored for many operational concepts. Various solar panel designs can be constructed that include active, cooling, and solar absorbance layers with tailored characteristics. This flexibility is achieved by arranging multiple solar absorbance layers that are coupled to polymer composite solar absorbance layers. The polymer composite can contain metal salts, oxides and/or carbon nanotubes as needed for various applications. The polymer can be chosen for flexibility or stiffness characteristics as needed by the designer. Configurations can include cooling layers with zinc oxides, indium oxides, and/or carbon nanotubes coupled between active layers. The carbon nanotubes can be aligned in a particular direction of the second cooling layer to achieve a heat flow bias. The cooling layer may be grooved to match other functional layers to increase the surface area for heat transfer.
power generation and storage
Source: shutterstock https://www.shutterstock.com/image-photo/stator-generators-big-electric-motor-coal-1173218068 (need to talk to Kristina)

Closed-Cycle Strayton Supports Next Generation Sustainable Electric Power
Next Generation Closed Strayton Engine Design
The core Strayton generator technology consists of a gas turbine engine with short, axial pistons installed inside the hollow turbine shaft. These pistons form a Stirling engine that cycles via thermo-acoustic waves, transferring heat from the turbine blades to the compressor stage, which improves overall engine performance. Power to an alternator is, thus, delivered from both turbine shaft rotation and the oscillation of the internal pistons. This synergistic relationship is markedly enhanced in a closed-cycle system, where the sealed turbine engine recirculates a working fluid heated via an external source, such as a hydrogen fuel cell and combustor. This system supports higher compression ratios, reduces the turbine diameter to less than 4, and eliminates the need for large recuperators. Operational efficiency is projected to extend into the low temperature range (750 C), reducing the need for advanced materials and providing cleaner combustion for hydrogen-based applications. Pressurized, inert working fluids also replace mechanical bearings and gearboxes, enabling years of maintenance-free operation. The fuel cell and Stirling cycle produce 10% of the total system energy, while the Brayton cycle produces 90%. Other external heat sources could include nuclear, solar, or biogas. Conservative estimates for the hydrogen fuel-cell configuration lifetime are in the 100,000 hour range.
propulsion
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Fast-Acting, Deep-Throttling Hybrid Motor
Hybrid chemical motors offer an alternative to traditional liquid or solid motors for spacecraft, missiles, rockets, or other vehicles. The key advantage of a hybrid motor is the capability to throttle the motor via active control, which cannot be done in solid propellant motors. However, rapid throttling presents significant challenges to implement in practice. Here, NASA has combined a deep-throttling hybrid motor previously developed by Utah State University with a fast-acting digital valve design to produce a fast-acting, deep-throttling hybrid. Testing performed to-date using a prototype of the hybrid motor and digital valve design has shown the new hybrid motor to be capable of full-scale throttling twice as fast (1 second throttling compared to 2 seconds) as previous control valve designs. With optimization, there is potential full-range throttling may be further reduced to 0.5 second, a 4x improvement over previous control valve designs for hybrid motors. Additionally, smaller mid-range thrust changes have currently been measured in the <0.5 second range. With the throttling capability enabled by the implemented digital valves, it also becomes feasible to achieve thrust ratios of >40:1 for relatively small motors (<1000 N), opening up the opportunity to replace both the main propulsion system (MPS) and reaction control system (RCS) with a single, more efficient motor capable of meeting the needs of both on a spacecraft. The hybrid motor is at technology readiness level (TRL) 4 (component and/or breadboard validation in laboratory environment) and is available for patent licensing.
manufacturing
Additively Manufactured Propulsion Catalysts
Working with EOS, a market leader in additive manufacturing (AM) technology, NASA has pioneered the use of AM to achieve improved performance and cost reduction of propulsion catalyst systems. As mentioned above, conventional mono-propulsion catalysts are comprised of ceramic or graphite foams, which possess thousands of irregular pores with non-uniform size and distribution. Due to the lack of granular control in the manufacturing process, such foams are limited in terms of feasible designs. These foams also exhibit anisotropic mechanical properties and inconsistent fluid flow behavior. Furthermore, such catalysts are produced by a limited number of vendors, constraining availability and inflating cost. As with several other aerospace structures, AM of mono-propulsion catalysts enables increased manufacturing capabilities (e.g., granular geometric control, repeatability) while reducing cost and lead time. NASA and EOS leveraged AM to generate ultra-fine lattice structures repeating unit cells with ligament thickness as small as 100 microns to replace coated ceramic or graphite foam catalysts. These AM lattice structures offer several advantages including increased control of structure topology, unconstrained designed flexibility, improved compressive strength, and fluid flow optimization all printed into a single component from a preferred refractory platinum metal. Granular control of structure topology allows for tailored percent relative density (%RD), which in turn allows manufacturers to control the mechanical and fluid flow properties of the final catalyst structure. In other words, NASAs AM ultra-fine lattice catalyst structures significantly improve upon the drawbacks of conventional catalysts by offering a higher degree of control over the structure, enabling the generation of catalysts with customized material properties. In addition, the use of AM ensures the catalysts exhibit high spatial symmetry and can be generated in a repeatable (non-stochastic) manner, all while reducing cost and lead times. While NASA and EOS' ultra-fine lattice structures were originally developed for mono-propellant systems (e.g., green propellant thruster catalysts), the same structures and manufacturing technologies can be applied to liquid or gas permeable rigid materials, evaporative film cooling heat exchangers, filtering, and other applications.
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