Testing of an Integrated Air Revitalization System

<div class="htmlview paragraph">Recovery of oxygen (O<sub>2</sub>) from water will be needed on future long-duration manned space missions. Direct electrolysis of cabin water vapor into O<sub>2</sub> and hydrogen (H<sub>2</sub>) offers the advantage of avoiding the phase change, separation and handling of liquid water in zero gravity. These considerations affect liquid electrolysis subsystems which are presently baselined for central O<sub>2</sub> generation aboard the Space Station. This paper presents the results of a technology development program that Life Systems, Inc., in cooperation with the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) has been undertaking. The goal of the program is to develop Water Vapor Electrolysis (WVE) hardware that can selectively be used as localized topping capability in areas of high metabolic activity without oversizing the central Air Revitalization System (ARS). The electrochemically-based WVE interfaces with cabin air that is controlled in the following ranges: dry bulb temperature of 292 to 300 K (65 to 80 F); dew point temperature of 278 to 289 K (40 to 60 F); relative humidity of 25 to 75% and pressure of 101 ± 1.4 kPa (14.7 ±0.2 psia). The paper covers design requirements, construction details and presents test results of both single-cell and multi-cell module testing. Preliminary sizing of a multi-person subsystem will also be presented.</div>

<div class="htmlview paragraph">The major goal of Space Human Factors program is to provide the technology which will enable safe and productive human performance throughout and after long duration space flights and planetary/lunar missions. The Human Factors element has three major sub-goals:</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1.</span> <div class="htmlview paragraph">Human Performance Models, Data and Tools - provide the basic understanding of human's activities in the physical, mental, and perceptual domains and to identify important lessons learned about human activities from prior space and lunar missions. To this end, Johnson Space Center is using a laser-based human body mapping system to measure different anthropometric sizes and shapes for incorporation into a large database. This database is employed, along with a spatial computer image graphics system, to analyze human motion in zero gravity conditions as the hypothetical, human bodysized figure performs a variety of new procedures in Space Station Freedom or in the Shuttle orbiter. At Ames Research Center, human performance models for computer-aided engineering, a program initially developed for aeronautical applications, are being modified for space applications. The value of the dynamic human performance models lies in the versatility in which various management decisions can be evaluated as to their impact on mission effectiveness, personnel skill and knowledge allocation, workload, workstation and cockpit design, and overall system design.</div> </li> <li class="list-item"> <span class="li-label">2.</span> <div class="htmlview paragraph">Crew Support and Enhancement - address the development of technology and its applications for the evaluation of the crew's living and working activities in the spacecraft and planetary/lunar habitat and on planetary/lunar surfaces. During the year, a number of projects were completed. At Johnson Space Center, new computer graphics were developed, particularly new methods for portraying procedures which reduce human error. Also, advances in information management methods for application to Shuttle maintenance operations were developed at Ames Research Center. Data from Kennedy Space Center operations is being used as a testbed for managing the information processing in maintenance.</div> </li> <li class="list-item"> <span class="li-label">3.</span> <div class="htmlview paragraph">Human-Automation-Robotic Systems - determine the means by which humans and automated or semi-autonomous systems can effectively work together. A major project at Ames Research Center is the development of the Virtual Workstation as a user interface device for exploring lunar or planetary surfaces. The effort this year has been to obtain a Mar-like data base and begin to employ it in simulated missions. At Johnson Space Center, effort was directed toward identifying the best location of visual sensors for teleoperations.</div> </li> </ol> </div>

<div class="section abstract"><div class="htmlview paragraph">A regenerable carbon dioxide (CO2) removal system has been certified for use with the Extravehicular Mobility Unit (EMU), or space suit. The new system, nicknamed “Metox” to reflect its use of <b><i>met</i></b>al-<b><i>ox</i></b>ide as the CO2 sor-bent material, was designed and developed by Hamilton Standard Space Systems International (HSSSI), Inc., under contract<span class="xref">1</span> to the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC).</div><div class="htmlview paragraph">As a part of the certification process, one hundred (100) operating cycles were accumulated on the certification canister and sixteen (16) regeneration cycles on the certification regenerator. This paper presents a summary of those tests. The results characterize canister performance for a wide range of temperatures, pressures and metabolic rates. It also presents regenerator performance under nominal and worst case operating conditions.</div></div>

<div class="htmlview paragraph">The National Aeronautics and Space Administration (NASA) is currently building a Human Metabolic Simulator (HMS) at the Johnson Space Center as part of the Advanced Life Support Air Revitalization Technology Evaluation Facility (ARTEF). The purpose of ARTEF is to evaluate Environmental Control and Life Support System Technologies for Advanced Missions. The HMS is needed to reproduce the primary metabolic effects of human respiration on an enclosed atmosphere when humans cannot be present and the impact of human presence on the system is required. A HMS was designed, built and successfully operated in 2000 but larger crew size requirements and the expense of upgrade of the current system necessitate redesign. This paper addresses the redesign.</div> <div class="htmlview paragraph">Several concepts were considered, ranging from chemical oxidation of a hydrocarbon like ethanol or ethyl acetate to carbon dioxide and water, oxidation of an iron-containing compound, or by using a fuel cell. For reasons of cost, simplicity, safety and other factors, the concept chosen includes: a molecular sieve packaged as an industrial oxygen concentrator to remove oxygen from the atmosphere, with direct carbon dioxide, water and heat injection. The water injection is done via heating water to steam with a heat exchanger and thermal effects are handled by directly adding heat to the air stream with a second heat exchanger. Both heat exchangers are supplied by a hot oil loop. The amount of oxygen removal, carbon dioxide addition, water addition and heat addition were calculated using metabolic profiles for respiration and heat, calculated using a series of empirical equations developed for International Space Station (ISS). Sketches of the Human Metabolic Simulator and the hot oil bath loop used to supply heat to the heat exchangers are included.</div>

<div class="htmlview paragraph">Vapor compression distillation technology for phase change recovery of potable water from wastewater has evolved as a technically mature and promising approach for use aboard NASA's Space Station. A program to design, develop, fabricate and test an advanced preprototype Vapor Compression Distillation Subsystem (VCDS) was completed by Life Systems for the NASA Johnson Space Center (JSC) during 1983.</div> <div class="htmlview paragraph">This advanced preprototype VCDS reclaims over 96 percent of the available wastewater at a nominal water recovery rate of 1.36 kg/h (3.0 lb/hr) and 303 K (85 F) condenser temperature. The unit weights, 101 kg (223 lb), occupies a volume of 0.49 m<sup>3</sup> (17.3 ft<sup>3</sup>) and requires only 115 W electrical power.</div> <div class="htmlview paragraph">This paper presents a summary of the design improvements implemented in the advanced preprototype VCDS compared to previous systems and discusses the results of an extensive test program with respect to performance, life and product water quality. A discussion of current efforts involving specific improvements in VCDS components and results of parametric testing is also presented. Projections are made for a flight version Phase Change Water Processing System for the Space Station consisting of a VCDS integrated with wastewater pretreatment, product water post-treatment, biocide addition and water quality monitor assemblies.</div>

<div class="section abstract"><div class="htmlview paragraph">Residual brake torque (RBT) is generated in disc brakes as a result of contact between brake disc and brake pads when the braking pressure is not applied. Among the negative implications of RBT are, notably, dispensable additional fuel consumption as well as increased pad (taper) wear.</div><div class="htmlview paragraph">Several properties of the brake system have a direct influence on the level of residual torque [<span class="xref">1</span>].</div><div class="htmlview paragraph">A major effect is connected to the caliper properties determining the clearance gap. This is characterized by the default air gap between pads and disc and its distribution regarding vehicle inner and outer sides (piston and fist sides for floating type calipers).</div><div class="htmlview paragraph">Initial air gap is mainly influenced by the sealing grove design (between piston and housing, where the sealing ring is positioned). The retraction of the piston due to the sealing ring, also called rollback, mainly depends on the load case (e.g. applied pressure and temperature). Insufficient air gap will lead to residual clamping forces between pads and rotor and thus the friction coefficient itself influences residual brake torque directly.</div><div class="htmlview paragraph">In addition, there are also parameters which can exert influence on the residual brake torque, which are not caliper, but primarily rotor-related. These include axial thermal deformation, thermal coning effects, lateral runout (LRO) of the rotor due to geometrical tolerances and also LRO excited by tensioning the rotor to the wheel hub.</div><div class="htmlview paragraph">These influences on caliper drag are typically well known and understood at least qualitatively. To accomplish customer’s requirements according to RBT, the calipers are extensively tested (e.g. NEDC/WLTP, coast down, ATE) in different test procedures on dynamometers. Some test specifications contain ambitious requirements on the intended drag torque (e.g. less than 0.1 Nm).</div><div class="htmlview paragraph">In contrast to the requirements, other possible influencing parameters, e.g. disc deflection, caused by vehicle dynamics, is currently not included in any RBT-test on dynamometer. During e.g. curve driving, the lateral forces are generated between tire and road and can also be transferred into the rim/rotor/hub/bearing contact at the knuckle.</div><div class="htmlview paragraph">Additionally this is overlain by the wheel load. It must be assumed that the side forces and wheel load affect the deflection of the disc. Thus, this may also influence residual brake torque.</div><div class="htmlview paragraph">This paper shows Continental’s setup for application of wheel load and side forces on dynamometer. Based on previous results from vehicle test, the disc deflection during dynamic driving is characterized and the wheel load setup was enhanced to apply side forces. Different positions of side force and wheel load induction are compared.</div><div class="htmlview paragraph">Furthermore the setup is used to identify the influence of dynamic disc deflection on caliper drag. This is done with an exemplarily floating-type caliper (FN). Dedicated measurements illustrate the influence of left and right curve driving on the level of RBT.</div></div>

<div class="htmlview paragraph">The use of metal oxide absorbents in a portable life support system (PLSS) for regenerative removal of both CO<sub>2</sub> and H<sub>2</sub>O vapor is the focus of an ongoing NASA program. This program addresses the rigorous extravehicular activity (EVA) requirements for Space Station Freedom and future long-duration missions. The concurrent removal of CO<sub>2</sub> and H<sub>2</sub>O vapor can simplify the PLSS by combining the CO<sub>2</sub> removal and humidity control functions in one component. A further benefit is that the reversible gas/solid chemical reaction of the removal processes permits a regenerative component that does not vent to space.</div> <div class="htmlview paragraph">Recently a preprototype full-scale metal oxide carbon dioxide and humidity remover (MOCHR) and a regeneration module were delivered to NASA Johnson Space Center (JSC). Prior to delivery, preliminary testing of the MOCHR and regeneration module was conducted at AiResearch. The preliminary test results show that CO<sub>2</sub> and H<sub>2</sub>O can regeneratively be removed concurrently in one component at rates and under conditions applicable to the PLSS. Further testing is planned at NASA-JSC to verify the design, to evaluate CO<sub>2</sub> and humidity removal, and to determine the operational life of the metal oxide absorbent. This paper discusses the development of the preprototype hardware and the results of preliminary testing conducted to date.</div>

<div class="htmlview paragraph">During the first two weeks of September 2005, the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) Advanced Extravehicular Activity (AEVA) team led the field test portion of the 2005 Research and Technology Studies (RATS). The Desert RATS field test activity is the culmination of the various individual science and advanced engineering discipline areas year-long technology and operations development efforts into a coordinated field test demonstration under representative (analog) planetary surface terrain conditions. The purpose of the RATS is to drive out preliminary exploration concept of operations EVA system requirements by providing hands-on experience with simulated planetary surface exploration extravehicular activity (EVA) hardware and procedures. The RATS activities also are of significant importance in helping to develop the necessary levels of technical skills and experience for the next generation of engineers, scientists, technicians, and astronauts who will be responsible for realizing the goals of the Constellation Program.</div> <div class="htmlview paragraph">The 2005 Desert RATS was the eighth RATS field test and was the most systems-oriented, integrated field test to date with participants from NASA field centers, the United States Geologic Survey (USGS), industry partners, and research institutes. Each week of the test, the 2005 RATS addressed specific sets of objectives. The first week focused on the performance of surface science astro-biological sampling operations, including planetary protection considerations and procedures. The second week supported evaluation of the Science, Crew, Operations, and Utility Testbed (SCOUT) prototype rover and its sub-systems. Throughout the duration of the field test, the Communications, Avionics, and Infomatics pack (CAI-pack) was tested. This year the CAI-pack served to provide information on surface navigation, science sample collection procedures, and EVA timeline awareness. Additionally, 2005 was the first year since the Apollo program that two pressurized suited test subjects have worked together simultaneously. Another first was the demonstration of recharge of cryogenic life support systems while in-use by the suited test subjects. The recharge capability allowed the simulated EVA test duration to be doubled, facilitating SCOUT proto-type rover testing. This paper summarizes Desert RATS 2005 test hardware, detailed test objectives, test operations and test results.</div>

<div class="section abstract"> <div class="htmlview paragraph">The SAE J2954 standard establishes an industry-wide specification that defines acceptable criteria for interoperability, electromagnetic compatibility, EMF, minimum performance, safety, and testing for wireless power transfer (WPT) of light-duty plug-in electric vehicles. The specification defines various charging levels that are based on the levels defined for SAE J1772 conductive AC charge levels 1, 2, and 3, with some variations. A standard for WPT based on these charge levels enables selection of a charging rate based on vehicle requirements, thus allowing for better vehicle packaging and ease of customer use. The specification supports home (private) charging and public wireless charging.</div> <div class="htmlview paragraph">In the near term, vehicles that are able to be charged wirelessly under SAE J2954 should also be able to be charged conductively by SAE J1772 plug-in chargers.</div> <div class="htmlview paragraph">SAE J2954 addresses unidirectional charging, from grid to vehicle; bidirectional energy transfer may be evaluated for a future standard. This standard is intended to be used in stationary applications (charging while vehicle is not in motion); dynamic applications may be considered in the future. In this version, only above-ground (surface mounted) installations are covered; flush mounted installations have been discussed but are not yet ready for inclusion.</div> <div class="htmlview paragraph">SAE J2954 contains requirements for safety, performance, and interoperability. It also contains recommended methods for evaluating electromagnetic emissions, but the requirements and test procedures are controlled by regulatory bodies. Development of the interoperability requirements in this standard employed a performance-based evaluation of candidate designs using a standardized test station and procedures, resulting in defining reference devices which are used to determine acceptable performance of products.</div> </div>

<div class="htmlview paragraph">The International Space Station (ISS) United States Laboratory module has been under test for approximately two years in the Space Station Processing Facility (SSPF) at NASA Kennedy Space Center (KSC) preparing for launch. Preparation activities for closing out the Environmental Control and Life Support (ECLS) system have included Closed Hatch testing to verify the capability of the life support equipment to support the crew, final manufacturing steps, and the close-out process itself. These activities were accomplished by an integrated Boeing and NASA team, located at the Johnson Space Center (Houston, Texas), Marshall Space Flight Center (Huntsville, Alabama) and Kennedy Space Center, Florida. On December 13, the Laboratory module hatches were sealed prior to loading into the Shuttle Orbiter payload bay for launch on February 7, 2001.</div> <div class="htmlview paragraph">This paper will address the Laboratory module ECLS hardware configuration including off-gas testing, baseline cabin sampling used to compute initial on-orbit ingress contaminant load, final purge, and cabin pressure adjustment for launch.</div>

<div class="htmlview paragraph">The primary means to assess spacecraft air quality during a mission, for crew health purposes, has been archival air samplers that are returned to the ground for analysis. One such sampler is the Dual Sorbent Tube (DST) developed in late 2003 by the Toxicology group at the Johnson Space Center. The DSTs provided a low mass, low-volume sampler that was compatible with the constraints of the Soyuz return vehicle.</div> <div class="htmlview paragraph">The first set of DSTs, including positive control tubes, flew to the International Space Station (ISS) aboard Soyuz in January 2004 and they were returned in May 2004. The analytical recovery of compounds from the positive controls provides an indication of the stability of contaminants in the sampler. Analysis of the first returned set of positive controls revealed poor recoveries for several of the compounds. The low recoveries from the positive controls led to a study of compound stability on DSTs for long storage periods. This paper will provide the results of this study for a few key compounds.</div>

<div class="htmlview paragraph">CUPOLA: /'KYUP∂L∂ 1. a: a rounded vault raised on a circular or other base and forming a roof or a ceiling- compare <i>dome:</i> b: a small structure built on top of a roof to provide interior lighting, to serve as a lookout…</div> <div class="htmlview paragraph">During the past 24 months, the concept of a space station cupola evolved from a small, bubble-type viewport into the primary location for proximity operations requiring direct, unobstructed viewing. Derived from a viewing analysis conducted by the Man-Systems Division at the Johnson Space Center, the cupola represents a solution for out-of-plane viewing which can not be provided by windows placed in the shell of the habitation and/or laboratory modules. An extended Man-Systems design study resulted in several cupola configurations, each illustrating an alternate solution to the required balance between viewing, projected space station operations and human/machine interface issues. As space station viewing and operations requirements continue to mature, the cupola development process will achieve greater definition towards a final product responding to the functional aspects of a thirty-year space station.</div>

<div class="section abstract"> <div class="htmlview paragraph">The SAE J3211 procedure applies to squeal evaluation for foundation brakes using single-ended inertia dynamometers for friction couples used on vehicles with regenerative braking systems. This document applies to squeal noise occurrences for on-road passenger cars and light trucks with a gross vehicle weight rating of 4536 kg or below and with at least one rechargeable energy storage system as a source for propulsion. The procedure incorporates aspects related to (a) minimum inertia dynamometer capabilities, (b) fixture requirements and setup, and (c) test sequences with emphasis on brake temperatures, brake pressure profiles, and strategies to represent brake blending.</div> <div class="htmlview paragraph">For this document, squeal occurs when the peak noise level is at least 70 dB(A) between 1.25 and 16 kHz for tests using full suspension corners or complete axle assemblies, or between 2 and 16 kHz for brakes not using an entire suspension corner.</div> <div class="htmlview paragraph">Test facilities intending to use this document, building on their expertise in conducting SAE J2521, shall review in detail the changes to test parameters (mainly brake temperatures and brake pressures) for legacy modules.</div> <div class="htmlview paragraph">This document also applies to vehicles with electromechanical braking systems to actuate the foundation brake. The test requester and the test facility are responsible for converting the hydraulic pressure levels into their equivalent clamping forces for brakes using electromechanical actuation.</div> <div class="htmlview paragraph">Before using this document for chassis dynamometer testing, review in detail the specifics related to at least (a) instrumentation, including in-cabin microphones; (b) threshold levels for noise detection; (c) temperature control priority between the front and rear axles; (d) vehicle loading and load distribution; (e) cooling air and environmental conditioning; (f) detailed terminology and labeling of channels and sensors; and (g) the regenerative settings and the state of charge during the test.</div> <div class="htmlview paragraph">Before using this document along with other methods to recreate the regenerative brake blending (e.g., Software-in-the-Loop or Hardware-in-the-Loop), consider (a) the vehicle powertrain, blending architecture and its applicable models, (b) actual profiles intended to recreate (e.g., control strategies, state of charge, test scenarios), and (c) actual embodiment of the simulation and integration with the native controls of the brake dynamometer.</div> <div class="htmlview paragraph">This document does not include noise from other sources (e.g., parking brakes, electric machines, driveline components).</div> </div>

<div class="htmlview paragraph">As part of its integrated system test bed capability, NASA's Advanced Life Support Program has undertaken the development of a large-scale advanced life support facility capable of supporting long-duration testing of integrated, regenerative biological and physicochemical life support systems. This facility--the Advanced Life Support Human-Rated Test Facility (HRTF) is currently being built at the Johnson Space Center. The HRTF is comprised of a series of interconnected chambers with a sealed internal environment capable of supporting a test crew of four for periods exceeding one year. The life support system will consist of both biological and physicochemical components and will perform air revitalization, water recovery, food production, solid waste processing, thermal management, and integrated command and control functions. Currently, a portion of this multichamber facility has been constructed and is being outfitted with basic utilities and infrastructure. This paper summarizes the recent progress in development of the HRTF and discusses how the facility will be used to help understand the evolution of regenerative life support systems from physicochemically based systems to predominantly biologically based systems.</div>

<div class="htmlview paragraph">Biological wastewater processing has been under investigation by AlliedSignal Aerospace and NASA Johnson Space Center (JSC) for future use in space. Testing at JSC in the Hybrid Regenerative Water Recovery System (HRWRS) in preparation for future closed human testing has been performed. Computer models have been developed to aid in the design of a new four-person immobilized cell bioreactor. The design of the reactor and validation of the computer model is presented. In addition, the total organic carbon (TOC) computer model has been expanded to begin investigation of nitrification. This model is being developed to identify the key parameters of the nitrification process, and to improve the design and operating conditions of nitrifying bioreactors. In addition, the model can be used as a design tool to rapidly predict the effects of changes in operational conditions and reactor design, significantly reducing the number and duration of experiments required.</div>