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For future space transportation and planetary exploration mission power applications, NASA Glenn Research Center (GRC) is currently developing a small-scale nuclear fission system (i.e. Kilopower system), which has an operable range of 1 to 10 kWe and a design life of 8 to 15 years. The thermal management system of Kilopower system involves two types of heat pipes: high temperature alkali metal heat pipes that are used to transport thermal energy from the nuclear reactor to the Stirling convertors hot end and titanium water heat pipes that are used to remove the waste heat from the convertors cold end and transport it to the radiators for ultimate rejection. This paper presents the development of the titanium water heat pipes, which are featured with a special wick structure design: it has bi-porous screened evaporator and screen-groove hybrid wick in the adiabatic and condenser sections. This will allow the heat pipe to (1) operate in space with zero gravity (2) operate on planetary surface with gravity-aided orientation (3) be tested on ground with slight adverse gravity orientation and (4) to startup smoothly after being frozen. Under a research and development program, several freeze/thaw tolerant heat pipes were designed, fabricated and experimentally validated. Later, various heat pipe radiators were developed and tested in a thermal vacuum chamber (TVC). Test results successfully demonstrated that the titanium heat pipes with radiator attached are able to transfer the required power at the working temperature of 400 K under space-like testing conditions with a thermal resistance of 0.019 °C/W while the total heat pipe radiator weight is less than 0.73 kg.

The global fuel consumption by commercial airlines has increased each year since 2009 and is predicted to reach an all-time high of 97 billion gallons in 2019. There is also an environmental impact from this: CO2 emissions from commercial passenger and freight operations totaled 918 Mt in 2018 (ICCT, 2019), or around 2.5% of global energy-related CO2 emissions. Passenger transport accounted for 81% of the total. Emissions from aviation have grown 32% over the past five years. Coupled with this aspect, there is a continuous and growing need to satisfy ever-growing electrical power needs on commercial and military aircraft. All the armed services (Army, Navy, and Air Force) are continuously trying to enhance UAV (unmanned aerial vehicle) endurance and range across a broad fleet of different aircraft. The commercial Boeing 787 requires about 1.2MWe and that is expected to grow. Current technologies used to supply increased on-board electrical power are generally: 1) “burn more fuel and convert through on-board generators” and 2) use additional heavy (i.e., weight-inefficient) and sometimes unsafe battery systems on-board the aircraft. The aircraft industry is seeking new, innovative ways to satisfy this increasing power demand. One as-yet-untapped power source is the enormous amount of “waste” thermal energy flowing out the jet engine exhaust; some estimates in smaller “by-pass” flow jet engines is several hundreds of kilowatts (e.g., Pratt & Whitney Canada PW545B turbofan). This quantity is much higher in large jet engines associated with commercial aircraft. This large waste thermal energy manifests itself in large temperature differences within the by-pass-flow engine exhaust system relative to outside ambient conditions, because of the actual by-pass engine design configuration. There is strong need to develop thermal technologies and systems that could harness and convert at least a portion of this thermal energy into useful electrical energy to satisfy growing on-board electrical needs. In addition, there is a strong desire within the aircraft and engine manufacturing community to reduce the “carbon footprint” of the industry though reduced fuel usage worldwide. NASA has a robust aircraft electrification program to meet these desires and support industry in its aircraft electrification objectives. This program is integrating thermoacoustic systems, advanced lightweight heat exchanger technology, and advanced heat pipe technology to capture and transport large amounts of engine waste thermal energy for on-board power conversion, advanced heat-pump cooling, and exergy enhancement (i.e., temperature lift). Advanced lightweight heat exchangers are envisioned to capture engine exhaust thermal energy at approximately 673 K and deliver it to efficient thermoacoustic power conversion systems operating at temperature ratios (Thot/Tcold) 1.6. Advanced heat pipe systems are envisioned to transport thermal energy from low temperature sources, through thermoacoustic heat pumps, to high temperature needs such as wing anti-icing, fuel pre-heating, and combustion air pre-heating. The paper will discuss the current state-of-the-art, objectives, system design architecture, and remaining technical challenges in system formulation within the NASA aircraft electrification program.

Sound wave propagation through regions of non-uniform temperature distribution in a gas was studied numerically. The main objective of this study was to determine the impact of temperature gradients on the sound wave parameters and to evaluate the effectiveness of using glow discharge plasma in an ambient environment as a sound barrier. Sound attenuation through the hot gas region was studied systematically for a range of sound wave and thermal field parameters. In this work, the one-dimensional and two-dimensional cases were considered where the compressible unsteady Euler's equations together with the ideal gas state equation are solved numerically using finite difference scheme and finite volume scheme, respectively. The one-dimensional case was a baseline analysis where, the propagation of planar sound waves at zero incidence angle (sound propagating normal to the region) was investigated systematically for various shapes and lengths of the high-temperature region. It was found that the sound attenuation is affected by the temperature ratio, the sound wavelength to characteristic length of the temperature gradient relationship as well as the shape of the temperature gradient. In the two-dimensional study, the analysis was carried out using two different definitions of sound energy attenuation, global and local. Global sound energy attenuation is shown to depend on the thickness of the thermal barrier and the temperature ratio between the hot and cold zones, while local attenuation is in addition dependent upon the location of the interrogation point (the location where the sound level is determined). Hence, global sound energy attenuation is more appropriate for the systematic study while local attenuation is more appropriate for comparisons with experimental results. The total energy contained by the thermal field is also found to be an important parameter when all other parameters (temperature ratio, mean value of the gradient and characteristic length of the gradient) are kept constant. As a general conclusion, the thermal barrier can indeed cause significant sound attenuation and total internal reflection is possible. Finally, a method for the critical angle evaluation, when the thermal gradient is both finite and infinite, was developed and demonstrated.

Novel hybrid wick heat pipes are developed to operate against gravity on planetary surfaces, operate in space carrying power over long distances and act as thermosyphons on the planetary surface for Lunar and Martian landers and rovers. These hybrid heat pipes will be capable of operating at the higher heat flux requirements expected in NASA's future spacecraft and on the next generation of polar rovers and equatorial landers. In addition, the sintered evaporator wicks mitigate the start-up problems in vertical gravity aided heat pipes because of large number of nucleation sites in wicks which will allow easy boiling initiation. ACT, NASA Marshall Space Flight Center, and NASA Johnson Space Center, are working together on the Advanced Passive Thermal experiment (APTx) to test and validate the operation of a hybrid wick VCHP with warm reservoir and HiK\"TM\" plates in microgravity environment on the ISS.

NASA Glenn Research Center (GRC) is developing fission power system technology for future Lunar and Martian surface power applications. The systems are envisioned in the 10 to 100kWe range and have an anticipated design life of 8 to 15 years with no maintenance. NASA GRC is currently setting up a 55 kWe non-nuclear system ground test in thermal-vacuum to validate technologies required to transfer reactor heat, convert the heat into electricity, reject waste heat, process the electrical output, and demonstrate overall system performance. The paper reports on the development of the heat pipe radiator to reject the waste heat from the Stirling convertors. Reducing the radiator mass, size, and cost is essential to the success of the program. To meet these goals, Advanced Cooling Technologies, Inc. (ACT) and Vanguard Space Technologies, Inc. (VST) are developing a single facesheet radiator with heat pipes directly bonded to the facesheet. The facesheet material is a graphite fiber reinforced composite (GFRC) and the heat pipes are titanium/water Variable Conductance Heat Pipes (VCHPs). By directly bonding a single facesheet to the heat pipes, several heavy and expensive components can be eliminated from the traditional radiator design such as, POCO\"TM\" foam saddles, aluminum honeycomb, and a second facesheet. As mentioned in previous papers by the authors, the final design of the waste heat radiator is described as being modular with independent GFRC panels for each heat pipe. The present paper reports on test results for a single radiator module as well as a radiator cluster consisting of eight integral modules. These tests were carried out in both ambient and vacuum conditions. While the vacuum testing of the single radiator module was performed in the ACT's vacuum chamber, the vacuum testing of the eight heat pipe radiator cluster took place in NASA GRC's vacuum chamber to accommodate the larger size of the cluster. The results for both articles show good agreement with the predictions and are presented in the paper.

Advanced Stirling Radioisotope Generator (ASRG) is an attractive energy system for select space missions, and with the addition of a VCHP, it becomes even more versatile. The ASRG is powered through thermal energy from decaying radioisotopes acting as General Purpose Heat Sources (GPHS). A Stirling engine converts the thermal energy to electrical energy and cools the GPHS [2]. The Stirling convertor must operate continuously to maintain acceptable temperatures of the GPHS and protect their cladding. The addition of alkali metal VCHP allows the Stirling to cycle on and off during a mission and can be used as a backup cooling system. The benefits of being able to turn the Stirling off are: allowing for a restart of the Stirling and reducing vibrations for sensitive measurements. The VCHP addition should also increase the efficiency of the Stirling by providing a uniform temperature distribution at the heat transfer interface into the heater head.

Cooling during normal operation of the Long-lived Venus Lander can be provided with a radioisotope Stirling power converter that energizes Stirling coolers. High temperature heat from roughly 10 General Purpose Heat Source (GPHS) modules must be delivered to the Stirling convenor with minimal ? tau . In addition, the cooling system must be shut off during transit to Venus without overheating the GPHS modules. This heat is managed by a High Temperature Thermal Management System (HTTMS). During normal operation, waste heat is produced at both the cold end of the main Stirling converter and the hot end of the highest rank Stirling cooler. It is critical for this waste heat to be rejected into the environment also with a minimal ? tau to maintain a high efficiency for the cooling system. A passive Intermediate Temperature (~520 degree C) Thermal Management System (ITTMS) that will reject this waste heat is under development. During transit, the cooling system rests and no waste heat is generated. In turn, the HTTMS will reject high temperature heat bypassing the Stirling converter's heater head and heating the ITTMS. Diode heat pipes are required so that heat will not be transmitted in the reverse direction, from the radiator heat pipes to the cold end of the Stirling converter and hot end of the highest rank cooler. A gas charged alkali metal Diode Heat Pipe (DHP) is under development for this purpose. Two proof of concept potassium DHPs that differ in the size of their reservoir connecting tube were tested at 525 degree C transporting a power of 500W. The pipes worked in both Heat Pipe Mode and Diode Mode intermittently as the power was applied at the evaporator and condenser, demonstrating the concept. The DHP with a larger diameter reservoir connecting tube showed faster transients during the returning from the Diode Mode to the Heat Pipe Mode.

In a Stirling Radioisotope Power System (RPS), heat must be continuously removed from the General Purpose Heat Source (GPHS) modules to maintain the modules and surrounding insulation at acceptable temperatures. The Stirling convertor normally provides this cooling. If the Stirling convertor stops in the current system, the insulation is designed to spoil, preventing damage to the GPHS at the cost of an early termination of the mission. An alkali-metal Variable Conductance Heat Pipe (VCHP) can be used to passively allow multiple stops and restarts of the Stirling convertor. In a previous NASA SBIR Program, Advanced Cooling Technologies, Inc. (ACT) developed a series of sodium VCHPs as backup cooling systems for Stirling RPS. The operation of these VCHPs was demonstrated using Stirling heater head simulators and GPHS simulators. In the most recent effort, a sodium VCHP with a stainless steel envelope was designed, fabricated and tested at NASA Glenn Research Center (GRC) with a Stirling convertor for two concepts; one for the Advanced Stirling Radioisotope Generator (ASRG) back up cooling system and one for the Long-lived Venus Lander thermal management system. The VCHP is designed to activate and remove heat from the stopped convertor at a 19 C temperature increase from the nominal vapor temperature. The 19 C temperature increase from nominal is low enough to avoid risking standard ASRG operation and spoiling of the Multi-Layer Insulation (MLI). In addition, the same backup cooling system can be applied to the Stirling convertor used for the refrigeration system of the Long-lived Venus Lander. The VCHP will allow the refrigeration system to: 1) rest during transit at a lower temperature than nominal; 2) pre-cool the modules to an even lower temperature before the entry in Venus atmosphere; 3) work at nominal temperature on Venus surface; 4) briefly stop multiple times on the Venus surface to allow scientific measurements. This paper presents the experimental results from integrating the VCHP with an operating Stirling convertor and describes the methodology used to achieve their successful combined operation.

NASA Glenn Research Center (GRC) is developing fission power system technology for future Lunar surface power applications. The systems are envisioned in the 10 to 100kW(sub e) range and have an anticipated design life of 8 to 15 years with no maintenance. NASA GRC is currently setting up a 55 kW(sub e) non-nuclear system ground test in thermal-vacuum to validate technologies required to transfer reactor heat, convert the heat into electricity, reject waste heat, process the electrical output, and demonstrate overall system performance. Reducing the radiator mass, size, and cost is essential to the success of the program. To meet these goals, Advanced Cooling Technologies, Inc. (ACT) and Vanguard Space Technologies, Inc. (VST) are developing a single facesheet radiator with heat pipes directly bonded to the facesheet. The facesheet material is a graphite fiber reinforced composite (GFRC) and the heat pipes are titanium/water. By directly bonding a single facesheet to the heat pipes, several heavy and expensive components can be eliminated from the traditional radiator design such as, POC(TradeMark) foam saddles, aluminum honeycomb, and a second facesheet. A two-heat pipe radiator prototype, based on the single facesheet direct-bond concept, was fabricated and tested to verify the ability of the direct-bond joint to withstand coefficient of thermal expansion (CTE) induced stresses during thermal cycling. The thermal gradients along the bonds were measured before and after thermal cycle tests to determine if the performance degraded. Overall, the results indicated that the initial uniformity of the adhesive was poor along one of the heat pipes. However, both direct bond joints showed no measureable amount of degradation after being thermally cycled at both moderate and aggressive conditions.