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Participating Center(s): JSC, MSFC
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- T12.03 Thin-Ply Composites Design Technology and Applications Lead Center: LaRC
- T12.04 Experimental and Analytical Technologies for Additive Manufacturing Lead Center: MSFC Participating Center(s): GSFC
- Focus Area 16: Ground and Launch Processing
- T1.03 Real Time Launch Environment Modeling and Sensing Technologies Lead Center: KSC Participating Center(s): SSC
- Three-Dimensional Launch Window Modeling
- Focus Area 18: Air Vehicle Technology
- T15.01 Distributed Electric Propulsion Aircraft Research Lead Center: AFRC Participating Center(s): ARC, GRC, LaRC
- Focus Area 21: Small Spacecraft Technologies
- T4.03 Coordination and Control of Swarms of Space Vehicles Lead Center: JPL
- Appendices Appendix A: Technology Readiness Level (TRL) Descriptions
| Participating Center(s): JSC, MSFC
As composite structures become more prevalent on launch vehicles, it will become necessary to have the capability to inspect and repair these structures during ground processing prior to launch. Current composite repair methods developed for the aviation industry are time consuming and require complex infrastructure in order to restore the structural strength. Aerospace structures have structural and thermal profiles which are different than aircraft and require different considerations; for example, unlike a commercial aircraft, a launch vehicle sees high loading but is only a one time use vehicle. Advancements are needed to repair materials and methods which allow for a structural repair to be performed in locations with minimal access and in a short time frame. Small damages may be accepted by analysis with no repair. Large damages may require extensive repair or component replacement. This subtopic focuses on developing novel composite repair methods for damages that fall in between these two categories. These novel materials and methods should consider the following:
Development of a material system and repair method which increases the performance of the repair and reduces the complexity and time required to perform a repair increases the launch capability and success rate. Improvements or modifications to current materials and processes can be made to meet NASA requirements. This technology can also be expanded to develop methods for in-situ repairs to spacecraft on long missions. T12.03 Thin-Ply Composites Design Technology and Applications Lead Center: LaRC The use of thin-ply composites is one area of composites technology that has not yet been fully explored or exploited by NASA. Thin-ply composites are those with cured ply thicknesses below 0.0025” and commercially available prepregs are now available with ply thicknesses as thin as 0.00075”. By comparison, a standard-ply-thickness composite would have a cured ply thickness of approximately 0.0055”. Thin-ply composites hold the potential for reducing structural mass and increasing performance due to their unique structural characteristics, which include (when compared to standard-ply-thickness composites):
These characteristics can make thin-ply composites attractive for a number of applications. For example, preliminary analyses show that the notched strength of a hybrid of thin and standard ply layers can increase the notched tensile strength of laminates by 30%. The resistance to microcracking makes thin-ply composites an excellent candidate for a deep-space habitation structure where hermeticity is critical. Additionally, since a deep-space habitat may need to be pre-positioned in space for a long period of time prior to crew arrival, the enhanced aging and fatigue resistance and resistance to cryogenic-induced microcracking will also be a benefit. Finally, since the designs of these types of pressurized structures are typically constrained by minimum gage considerations, the ability to reduce that minimum gage thickness offers the potential for significant mass reductions. For these reasons, NASA is interested in exploring the use of thin-ply composites for applications requiring very high structural efficiency, and for pressurized structures (such as habitation systems and tanks) for deep-space exploration systems. There are many needs in development, qualification and deployment of composite structures incorporating thin-ply materials – either alone or as a hybrid system with standard ply composite materials. The particular capabilities requested for in a Phase I proposal in this subtopic are: initial process development in using thin-ply prepregs for component fabrication using automated tape layup or other robotic technologies, contributing to the development of the design and qualification database though testing and interrogation of the structural response and damage initiation/progression at multiple scales including evaluation of environmental durability and ageing, and/or analysis and design tool validation and calibration to ensure that the technology to appropriately design and certify thin-ply composite components is matured sufficiently to be used for NASA applications. The intention of a Phase II follow-on effort would be to develop or to further mature the necessary design/analysis codes, and to validate the approach though design, build, and test of an article representative of the component/application of interest to NASA. T12.04 Experimental and Analytical Technologies for Additive Manufacturing Lead Center: MSFC Participating Center(s): GSFC Additive manufacturing is becoming a leading method for reducing costs, increasing quality, and shortening schedules for production of innovative parts and component that were previously not possible using more traditional methods of manufacturing. In the past decade, methods such as selective laser melting (SLM) have emerged as the leading paradigm for additive manufacturing (AM) of metallic components, promising very rapid, cost-effective, and on-demand production of monolithic, lightweight, and arbitrarily intricate parts directly from a CAD file. In the push to commercialize the SLM technology, however, the modeling of the AM process and physical properties of the resulting artifact were paid little attention. As a result, commercially available systems are based largely on hand-tuned parameters determined by trial and error for a limited set of metal powders. The system operation is far from optimal or efficient, and the uncertainty in the performance of the produced component is too large. This, in turn, necessitates a long and costly certification process, especially in a highly risk-aware community such as aerospace. Modeling and real time process control of selective laser melting is needed coupled with statistically significant correlations and understanding of the important process parameters and the resultant microstructural and mechanical properties, validated with detailed metallurgical investigations of the as-fabricated structures. State-of-the-Art This topic seeks technologies that close critical gaps between SOA and needed technology in both experimental and analytical areas in materials design, process modeling and material behavior prediction to reduce time and cost for materials development and process qualification for SLM. Technological advancements are needed in the areas of:
Focus Area 16: Ground and Launch Processing Ground processing technology development prepares the agency to test, process and launch the next generation of rockets and spacecraft in support of NASA’s exploration objectives by developing the necessary ground systems, infrastructure and operational approaches. This focus area seeks innovative concepts and solutions for both addressing long-term ground processing and test complex operational challenges and driving down the cost of government and commercial access to space. Technology infusion and optimization of existing and future operational programs, while concurrently maintaining continued operations, are paramount for cost effectiveness, safety assurance, and supportability. A key aspect of NASA’s approach to long term sustainability and affordability is to make test, processing and launch infrastructure available to commercial and other government entities, thereby distributing the fixed cost burden among multiple users and reducing the cost of access to space for the United States. Unlike previous work focusing on a single kind of launch vehicle such as the Saturn V rocket or the Space Shuttle, NASA is preparing common infrastructure to support several different kinds of spacecraft and rockets that are in development. Products and systems devised at a NASA center could be used at other launch sites on earth and eventually on other planets or moons. T1.03 Real Time Launch Environment Modeling and Sensing Technologies Lead Center: KSC Participating Center(s): SSC Launch and landing operations through the atmosphere of a planet are strongly affected by environmental and atmospheric conditions. Even the most robust vehicle design has physical limits that restricts the conditions through which it can be launched. Divergent fluid dynamics, lightning, and other severe conditions can overstress vehicle structures and cause a mishap. In addition, the safety of personnel performing launch preparations must be protected from extreme weather such as lightning in a manner that minimizes risk to the launch schedule. A key metric of launch architecture is the overall system’s launch availability, which is in turn impacted by the accuracy with which the environmental conditions can be characterized. Advanced technologies are being solicited to improve the accuracy of launch and landing environment forecasting and evaluation. This technology is of interest not only for earth-based launches, but also to enable routine launch and landing activity on other planets such as Mars, where range infrastructure will be extremely limited. Specific areas of interest include the following: Remote Sensing During launch preparations, an acceptable launch environment that does not impart vehicle damage during ascent is critical. Currently, launch environment conditions such as wind direction, speed, temperature, humidity, and pressure are measured by launching several balloons with rawinsondes on launch day. The data is then used to construct a vertical profile initializing meteorological models that derive atmospheric stresses on a launch vehicle. Current technology is used for remote measurements of wind speed and direction as a function of altitude; however, there is no current capability to measure temperature and humidity as a function of altitude remotely in a cloudy environment. This capability needs to be satisfied by remote methods in order to improve accuracy by measuring overhead and improving timeliness by reducing the lag time to make the measurement and reducing the interval between measurements. In addition, a remote sensing approach would enable a lower cost simplified launch environment analysis with less infrastructure by eliminating the need for balloons and rawinsondes. Technology is being sought which provides a remote sensing capability to measure thermodynamic data with respect to altitude from 300 meters to at least 10 km. The technology must have a vertical measurement resolution of 150 m or smaller and a full vertical profile of the thermodynamic data at least once an hour. The sensor must provide valid data in both cloudy and clear environments. Phase I should include a design for remote measurement of at least temperature and humidity as a function of altitude. Phase II should be prototype development, testing, and evaluation of the sensing technology in a subtropical environment as well as continued development to measure, or derive all three temperature, humidity, and pressure. Locally available rawinsonde data should be used to verify system accuracy. Three-Dimensional Launch Window Modeling During launch countdown, data from several disparate meteorological systems are used to evaluate environmental hazards such as triggered lightning during vehicle ascent. There are several rules based upon radar data, lightning location, electric field and the presence of clouds. For example, in certain circumstances, the launch vehicle cannot pass through a radar echo greater than 7.5 dBz. NASA is seeking a capability to simultaneously, and in real-time, visualize three-dimensional (3D) atmospheric data, and rocket/vehicle trajectories. The region in which a rocket/vehicle trajectory can safely travel through will be a 3D solid shape based upon the launch trajectory with allowable trajectory variations, and user-determined standoff distance. E.g., for a given rocket with trajectory variations of 4.5 miles and a safety standoff distance of 10 miles, a 3D shape such as a tube would be centered around the nominal trajectory line, and at all locations occupy the space 10 + 4.5 miles along the nominal trajectory. Atmospheric data will include: satellite, radar, and lightning data as well as meteorological model products (i.e., forecasts of radar data). The user must be able to manipulate the display to change orientation, scale and products/layers within the intersecting area. At a minimum, the system should be able to identify areas where the trajectory shape intersect or enclose lightning data from 3D lighting data sources, and cloud data as identified by radar and a local Weather Research and Forecasting (WRF) model. Any data used for the technology or verification will be from the meteorological instrumentation used at KSC and owned by the USAF. Phase I would be development of requirements, proposed capabilities, and demonstration of sample products. Phase II would be development of application to ingest NASA and USAF meteorological data and products, and manipulate the data within the volume of interest. Focus Area 18: Air Vehicle Technology This focus area includes tools and technologies that contribute to meeting metrics derived from a definitive set of Technical Challenges responsive to the goals of the National Aeronautics Research and Development (R&D) Policy and Plan, the National Aeronautics R&D Test and Evaluation (T&E) Infrastructure Plan (2011), and the NASA Aeronautics Strategic Implementation Plan (2015). T15.01 Distributed Electric Propulsion Aircraft Research Lead Center: AFRC Participating Center(s): ARC, GRC, LaRC Distributed Electric Propulsion (DEP) Aircraft employ multiple electric propulsors to achieve unprecedented performances in air vehicles. The propulsor could be ducted/un-ducted fans, propellers, cross-flow-fans, etc. Some of the benefits identified using this propulsion system are reductions in fuel burn/energy usage, noise, emissions, and/or field length. Addressing ARMD’s Strategic Thrust #3 (Ultra-Efficient Commercial Vehicles) and #4 (Transition to Low-Carbon Propulsion), innovative approaches in designing and analyzing the DEP aircraft are investigated and encouraged. In support of these two Strategic Thrusts, the following DEP aircraft research areas are to be considered under this solicitation.
Expected outcome (TRL 2-3) of Phase I awards, but not limited to:
Expected outcome (TRL 4-6) of Phase II awards, but not limited to:
Focus Area 21: Small Spacecraft Technologies NASA’s technology, science, exploration, and space operations organizations are identifying a growing number of potential applications for very small spacecraft. Such spacecraft can accomplish missions at a fraction of the cost of larger conventional spacecraft and can be developed quickly and more responsively. In some cases, their small size and ability to be delivered in relatively large numbers may enable mission applications not possible with larger satellites. A small spacecraft can also serve as a low-cost platform for spaceflight testing of new technologies that are appropriate for spacecraft of any size. Small spacecraft, for the purpose of this solicitation, are defined as those with a mass of 180 kilograms or less and capable of being launched into space as an auxiliary or secondary payload. Small spacecraft are not limited to Earth orbiting satellites but might also include interplanetary spacecraft, planetary re-entry vehicles, and landing craft. Cubesats are a special category of small spacecraft and are of particular interest because launch opportunities tend to be more frequent and affordable compared to other small spacecraft, due to the standard sizes and containerization of cubesats. Specific innovations being sought in this solicitation will be outlined in the subtopic descriptions. Proposed research may focus on development of new technologies but there is particular interest in technologies that are approaching readiness for spaceflight testing. NASA’s Small Spacecraft Technology Program will consider promising SBIR technologies for spaceflight demonstration missions and seek partnerships to accelerate spaceflight testing and commercial infusion. Some of the features that are desirable for small spacecraft technologies across all system areas are the following:
The following references discuss some of NASA’s small spacecraft technology activities: www.nasa.gov/smallsats. Another useful reference is the Small Spacecraft Technology State of the Art Report at: http://www.nasa.gov/sites/default/files/atoms/files/small_spacecraft_technology_state_of_the_art_2015_tagged.pdf T4.03 Coordination and Control of Swarms of Space Vehicles Lead Center: JPL This subtopic is focused on developing and demonstrating technologies for coordination and autonomous control of teams and swarms of space systems including but not limited to spacecraft and planetary rover teams in a dynamic environment. Possible areas of interest include but are not limited to:
Phase I awards will be expected to develop theoretical frameworks, algorithms, software simulation and demonstrate feasibility (TRL 2-3). Phase II awards will be expected to demonstrate capability on a hardware testbed (TRL 4-6). Appendices Appendix A: Technology Readiness Level (TRL) Descriptions The Technology Readiness Level (TRL) describes the stage of maturity in the development process from observation of basic principles through final product operation. The exit criteria for each level documents that principles, concepts, applications or performance have been satisfactorily demonstrated in the appropriate environment required for that level. A relevant environment is a subset of the operational environment that is expected to have a dominant impact on operational performance. Thus, reduced-gravity may be only one of the operational environments in which the technology must be demonstrated or validated in order to advance to the next TRL.
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