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S.H.A.R.P. S lender H ypervelocity A erothermodynamic R esearch P robe.

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Presentation on theme: "S.H.A.R.P. S lender H ypervelocity A erothermodynamic R esearch P robe."— Presentation transcript:

1 S.H.A.R.P. S lender H ypervelocity A erothermodynamic R esearch P robe

2 SHARP genesis development of new UHTC’s, ultra high temperature ceramics –shingles on shuttle max temp F –new UHTC max temp F result- sharp leading edge profiles are now possible

3 SHARP profile advantages –more efficient atmospheric exit and re-entry –better cross-range capability (wider range of re-entry angles) –minimized radio blackout during re-entry disadvantages –generates extremely high temperature at the sharp edge/tip

4 SHARP future Next generation space shuttles- X-33 nosecones –re-entry vehicles –launch vehicles (rockets & boosters)

5 SHARP PROJECTS B-series –sharp nosecones –B1 re-entry vehicle already launched (B2 near launch) S-series –university & small business partnership –test a knife edge geometry –4 launches L-series –full size –2 launches –UHTC test

6 SHARP S-series Atmospheric re-entry vehicles with knife edge profiles –reaches Mach 3.5 –UHTC not required prototype sounding rocket launch vehicle –halfway to near earth orbit S4

7 S1 launch schedule Orion class rocket launches –4,000 lb thrust, 5g vibrations S1 deploys at apogee –270,000 ft –data acquisition begins fin-tube stabilizer jettisoned –150,000 ft –primary data capture temperature, pressure, accelerations S1 re-enters atmosphere S1 parachute deployed –20,000 ft rocket and S1 recovery via helicopter

8 SHARP S-series goals Create working relationships between NASA, universities and small businesses gather aero & thermodynamic data on the SHARP-S profile –compare with computer simulations Provide data for the L-series –S-series serve as prototypes –same geometry, ~ 2x size –UHTC equipped (mach 20 vs. 3.5)

9 SHARP-S program timeline

10 SHARP S-series GROUPS NASA Ames Research Center project co-ordinator, aero/thermodynamics Montana State University re-entry vehicle structure Stanford University re-entry vehicle avionics Wickman Spacecraft & Propulsion launch vehicle & site

11 MSU SHARP TEAM PI: Dr. Doug Cairns MSGC: Dr. Bill Hiscock manager: Aaron Sears consultant: Will Ritter students: Mike Hornemann Kevin Amende Cindy Heath Crystal Colliflower Dustin Cram

12 MSU research groups Montana Space Grant Consortium –federally funded program which disperses grant money to space oriented projects Composites Research Group –co-directors: Dr. Cairns, Dr. Mandell –material characterization, structures & manufacturing –wind energy, aerospace

13 NASA designated responsibilities Design and build the S1-4 re-entry vehicles using composite materials integrate the structure with: –avionics (Stanford) –sounding rocket (Wickman Spacecraft) low operating budget –faster, better, cheaper motto –$ 50k/year budget

14 S1 shape S1 dimensions supplied by NASA 39.5” 17” 4.4” 11.3 o 6.6”

15 design mold peripherals assembly 4 part design ProE design FEM analysis manufacturing * all design, analysis and manufacturing performed in-house at MSU

16 S1 design constraints Withstand high temperatures –600 F in shell (one use) –1000+ F at tip lightweight CG in front of center of pressure smooth aerodynamic surface withstand dynamic pressures of 10 psi with minor deflections unlimited systems integrations provide locations & mounting for –pressure and temperature sensors –avionics components - epoxy matrix - metal tip (aluminum/steel) - composite shell w solid tip - carbon/epoxy results

17 S1 design 4 part design –shell –component mounting frame parachute –tip –base peripheral & equipment –shell mold –fin-tube

18 S1 design S1 with fin-tube drag stabilizer base plate sensor arrangement tip shell (mounting frame internal) fin-tube cutaway view of internal mounting frame (spar system)

19 shell design Provides the aerodynamic surface and serves as a main structural member –only surface interruptions are 6, ~1/16” holes for pressure and temperature sensors One piece –only joint along aero-surface at tip interface –pressure bladder manufactured IM7/8552 carbon/epoxy laminate –~ 0.10” thick

20 shell/spar structure Integrates the component mounting frame into the vehicle structure spar system is removable for unlimited avionics & systems integration spars

21 spar system 2 axial, 3 lateral –carbon/epoxy plates –mechanically connected guided in by L-rails bonded into shell –spars mechanically attach into L’s for unlimited systems integration 4th lateral spar of aluminum sensor board mount on left axial

22 structural design drivers aerodynamic pressures –~ 10 psi at Mach 3.5 launch vibrations –as Orion class sounding rocket –6-g random vibration heat –600 F at tip/shell interface –+1000 F at tip component space allocation –forward CG required advanced placement of heaviest components –governed possible placements of spars

23 hypersonic pressure analysis hypersonic skin pressure = 2.78 psi (Mach 3.5, 85,000 ft) (0 2 /±45/90 3 ) s hoop = 90, axial = 0, E 1 = 20 Msi (~65% V f, lbf/ft3), t = 0.09” (inches)

24 natural frequency analysis (0 2 /±45/90 3 ) s hoop = 90, axial = 0, E 1 = 20 Msi (~65% V f, lbf/ft3), t = 0.09” (base plate constrained boundary condition) mode 1: 56 hz mode 2: 111 hz mode 3 : 180 hz

25 tip & interface design drivers –forward the CG location for aerodynamic stability –temperature resistance –pull-off (drag difference) force –smooth external interface features –aluminum better machining control –1/2” lip for shell overhang improves transition and connection –steel parachute line mounts better impact/fracture properties than composites

26 tip interface sketch tip retention cup mounting bolt epoxy gap sanded flush epoxy shell link parachute line steel mounting plate lip

27 tip & interface

28 S1 sensor locations Pressure (8) Temperature (4) The

29 parachute specifications manufacturer –Rocketman recovery parachutes –Ky Michaelson specifications –R7 pro experimental –2.12 lbs –reinforced panels –specially formed canvas deployment bag

30 parachute deployment Deployment mechanism –single bay door hinged latched by #2 nylon bolt –black powder charge pushes parachute through door Altitude –20,000 ft

31 shell mold Top half of mold Male preform plug

32 mold design Must be able to withstand temperatures up to 400F for curing of the resin Aerodynamic surface shape requires tight tolerances Seam lines kept to a minimum Must be able to withstand pressures up to 80 psi  requires a metal mold  CNC provides tightest tolerances  machined from solid blocks Constraint result

33 mold design Negative of S1 model All dimensions to.0001 inch ProE IGES to MasterCam for CNC Equivalent commercial mold cost $ 35,000 Estimated MSU mold cost materials: $ 1,600 labor: $ 5,000 tooling: $ 500 Aluminum - lower weight & thermal mass - no warpage during machining Steel - better damage tolerance  

34 plug CNC machined from ProE model –Accurate shape insures that pre- form will fit snugly into the mold –The plug is.25 inch smaller than real sharp in all directions

35 manufacturing - tip current tip pic in HAAS

36 composites manufacturing 1. preforming2. curing (w pressure &/or vacuum) 3. trim & assembly

37 prototyping Aid troubleshooting –design methodology –details 2 prototypes (full scale) –G1 glass polyester/shell, wood tip S1 deployment test –G2 glass polyester/shell avionics mounting trouble shooting

38 S1 structure parts

39 assembly & integration first full assembly at Stanford for flight certification tests total weight 44.5 lbs. CG: 52% of length

40 flight certification tests mass properties *! –center of gravity –moment of inertia vibration loading (shake test) *! –sine sweep (natural frequency) –random vibrations (launch loading) deployment tests, altitude chamber (Stanford only) * performed at NASA Ames Research Center ! passed

41 moment of inertia roll yaw CA DAQ- proximity detector

42 shake testing yawwise shake pitchwise shake CA DAQ- acceloremator w FFT

43 S1 status Launch –TBA Avionics –software at 90% complete –altitude chamber test Rocket –static fire- 10/18/00 weld failure at 4 seconds good propellant fire


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