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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2015

Avoiding Tokamak Disruptions by Applying Static Magnetic Fields That Align Locked Modes with Stabilizing Wave-Driven Currents [Avoiding Tokamak Disruptions by Magnetically Aligning Locked Modes with Stabilizing Wave-Driven Currents]

The international ITER tokamak has the objective of demonstrating the scientific feasibility of magnetic confinement fusion as a source of energy. A concern towards the achievement of this goal is represented by major disruptions: complete losses of confinement often initiated by a non-rotating ('locked') magnetic island created by magnetic reconnection. During disruptions, energy and particles accumulated in the plasma volume over many seconds are lost in a few milliseconds and released on the plasma-facing materials. In addition, multi-MA level currents flowing in the tokamak plasma for its sustainment and confinement are lost, also in milliseconds, thus terminating the plasma discharge and causing electromagnetic stresses that, if unmitigated, could lead to excessive device wear. Moreover it is shown that magnetic perturbations can be used to avoid disruptions by "guiding" the magnetic island to lock in a position where it is accessible to millimetre wave beams that fully stabilize it.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRSDate not supplied

Adaptive Optimization for System Performance and Combined Bernstein Polynomial, Optimal Reciprocal Collision Avoidance, Differential Dynamic Programming for Trajectory Replanning and Collision Avoidance for UAM Vehicles

The emerging urban air mobility (UAM) sector in aerospace is driving development of unconventional multi-modal vehicle configurations and autonomous flight. The combination of multi-modal vehicle dynamics, complex environment, requirements to deal with flight contingencies in an efficient and safe manner, as well as necessity for precise trajectory following and performance, are the driving influence behind adaptive optimization for system performance. We are interested in trajectory optimization algorithm that would system parameter estimation and identifying the optimal switching time between modes of hybrid dynamical systems. This presentation discusses a parameterized optimal control trajectory optimization algorithm that is an extended and generalized version of Differential Dynamic Programming (DDP), titled Parameterized Differential Dynamic Programming (PDDP). DDP is an efficient trajectory optimization algorithm relying on second order approximations of a system’s dynamics and cost function and has recently been applied to optimize systems with time invariant parameters. Experiments are presented applying PDDP to solve model predictive control (MPC) and moving horizon estimation (MHE) tasks simultaneously. In particular, PDDP is used to determine the optimal transition point between flight regimes of a complex urban air mobility (UAM) class vehicle exhibiting multiple phases of flight and to identify and compensate for actuation faults.

optimization↗
DOE OSTI2015

Avoidance of singularities in asymptotically safe Quantum Einstein Gravity

New general spherically symmetric solutions have been derived with a cosmological “constant” Λ as a source. This Λ term is not constant but it satisfies the properties of the asymptotically safe gravity at the ultraviolet fixed point. The importance of these solutions comes from the fact that they may describe the near to the centre region of black hole spacetimes as this is modified by the Renormalization Group scaling behaviour of the fields. The consistent set of field equations which respect the Bianchi identities is derived and solved. One of the solutions (with conventional sign of temporal-radial metric components) is timelike geodesically complete, and although there is still a curvature divergent origin, this is never approachable by an infalling massive particle which is reflected at a finite distance due to the repulsive origin. Another family of solutions (of both signatures) range from a finite radius outwards, they cannot be extended to the centre of spherical symmetry, and the curvature invariants are finite at the minimum radius.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2015

SU-E-T-209: Comparison of Plan Quality Between Arm Avoidance (AA) Vs. Non Arm Avoidance VMAT Planning Techniques for Breast Cancer Patients with Bilateral Implant Reconstructions Receiving Postmastectomy Radiation

Purpose: Breast cancer patients with bilateral implant reconstructions who require postmastectomy radiotherapy can pose unique treatment planning challenges. The use of VMAT may provide advantages over conventional tangent or multi-beam IMRT techniques. Moreover, daily setup uncertainly of the arm position, however, could have significant impact on accurate dose delivery. This study compares the plan qualities between non-AA and AA VMAT techniques. Methods: Three breast cancer patients receiving left chest wall and regional nodal irradiation with bilateral implant reconstructions were studied. PTV included chest wall and IMNs (PTV-CW), and supraclavicular and axillary lymph nodes (PTV-SCV). For each patient, one non-AA VMAT plan (VMAT-S) with 4 partial arcs encompassing the ipsilateral arm and three AA VMAT plans where no arcs were entering or existing through the ipsilateral arm were generated. VMAT-AA1 uses 2 arcs for PTV-CW and 2 arcs for PTV-SCV. VMAT-AA2 used two static fields for PTV-SCV with 2 arcs for PTV-CW. VMAT-AA3 used 2 narrow arcs for PTV-CW and 2 long arcs for all PTVs. Prescription dose (PD) was 50 Gy (25 fractions). All plans were normalized to have 95% of PD to 95 % of PTV. PTV dose inhomogeneity and dose to the heart, left lung, right thyroid dose and left humerus were evaluated. Results: For VMAT-S, VMAT-AA1, VMAT-AA2 and VMAT-AA3, respectively, the average and standard deviation (in Gy unless specified otherwise) of PTV D05 are 54.7±0.9, 55.9±0.4, 56.7±0.7 and 55.7±0.4; mean Heart dose: 7.1±0.7, 7.2±0.8, 7.3±0.9 and 6.9±1.0; left lung V20Gy (in %): 28.1±1.0, 28.8+2.2, 32.2±4.1 and 27.8±2.0; mean right thyroid dose: 8.1±0.6, 5.1±2.1, 2.1±0.4 and 5.0±2.0; mean left humerus dose: 20.0±4.4,15.6±4.4, 15.2±8.2 and 15.3±4.6. Conclusion: AA VMAT can produce acceptable clinical plans while eliminating dosimetric impact related to arm setup uncertainty. These data require validation in larger planning studies prior to routine clinical implantation.

60 APPLIED LIFE SCIENCES↗
DOE OSTI2021

Editors’ Choice—Necessity to Avoid Titanium Oxide as Electrocatalyst Support in PEM Fuel Cells: A Membrane Durability Study

Pt/TiO 2 as electrocatalyst was found to significantly increase the rate of the membrane chemical degradation in a polymer electrolyte membrane (PEM) fuel cell. The increased degradation was proved to be due to TiO x (TiO 2 or Ti 4 O 7 ), which is widely recognized as a promising corrosion-resistant electrocatalyst support. The membrane degradation (thinning) appears to be preferentially in the side facing anode electrode. Migrated Ti species as a result of TiO x dissolution during fuel cell operation in an acidic environment was quantified by electron probe microanalysis (EPMA). Total fluorine inventory loss of the membrane strongly depends on the quantity of migrated Ti species (likely Ti 3+ and/or Ti 4+ ). The membrane chemical degradation induced by TiO x is proposed to be due to dissolved ionic Ti species reacting with H 2 O 2 through a Fenton reaction. TiO x is determined to be inviable as electrocatalyst support for PEM fuel cells, and future research is suggested to be directed toward alternative oxides with similar corrosion-resistance.

08 HYDROGEN↗
DOE OSTI2019

Requirements for Enabling Extreme Fast Charging of High Energy Density Li-Ion Cells while Avoiding Lithium Plating

To improve electric vehicle market acceptance, the charge time of their batteries should be reduced to 10–15 minutes. However, achieving 4C to 6C charge rates with today’s batteries is only possible for cells with thin electrodes coming at the expense of low energy density and high battery manufacturing cost. An electrochemical model is validated versus high rate charge data for cells with several loadings. The model elucidates that the main limitations for high energy density cells are poor electrolyte transport resulting in salt depletion within the anode and Li plating at the graphite/separator interface. Next, the model is used to understand what future electrode and electrolyte properties can help enable 4C and 6C charging. Ideally, future electrolytes would be identified with 2X conductivity, 3–4X diffusivity, and transference number of 0.5–0.6. Alternatively charging at elevated temperatures enhances electrolyte transport by 1.5X conductivity and 2–3X diffusivity with a negligible effect on transference number. Another effective strategy to enable 4C and 6C charging is reducing electrode tortuosity. Conversely, increasing electrode porosity and negative/positive ratio are ineffective strategies to improve fast charge capability.

Batteries↗
NASA NTRSDate not supplied

Assistive Detect and Avoid for Pilots in the Cockpit

Aircraft not receiving radar services rely on see and avoid and radio coordination via Common Traffic Advisory Frequencies to remain well clear of each other and avoid mid-air collisions. Radio coordination is usually performed in the vicinity of non-towered airports whereas non-radar services en-route operations rely solely on see and avoid. This paper presents the results of a simulation study of the effectiveness of assistive detect and avoid technologies when used to enhance pilots’ ability to see and avoid nearby traffic. Three different experimental conditions are modeled, representing “unaided see and avoid”, “see and avoid with traffic advisories”, and “see and avoid with assistive detect and avoid technology”. The effectiveness of see and avoid is evaluated using a set of head-on, crossing, and overtaking encounter scenarios and a model of visual acquisition embedded in a Monte Carlo simulation. The effectiveness of assistive detect and avoid is estimated for the same encounter scenarios. A prototype system for detect and avoid and a summary of results are presented. Preliminary results strongly suggest that assistive detect and avoid could greatly enhance the capabilities of flight crews to avoid traffic and remain well clear.

collision, detect and avoid, resolution, well clea↗
NASA NTRSDate not supplied

Assistive Detect and Avoid for Pilots in the Cockpit

Aircraft not receiving radar services rely on see and avoid and radio coordination via Common Traffic Advisory Frequencies to remain well clear of each other and avoid mid-air collisions. Radio coordination is usually performed in the vicinity of non-towered airports whereas non-radar services en-route operations rely solely on see and avoid. This paper presents the results of a simulation study of the effectiveness of assistive detect and avoid technologies when used to enhance pilots’ ability to see and avoid nearby traffic. Three different experimental conditions are modeled, representing “unaided see and avoid”, “see and avoid with traffic advisories”, and “see and avoid with assistive detect and avoid technology”. The effectiveness of see and avoid is evaluated using a set of head-on, crossing, and overtaking encounter scenarios and a model of visual acquisition embedded in a Monte Carlo simulation. The effectiveness of assistive detect and avoid is estimated for the same encounter scenarios. A prototype system for detect and avoid and a summary of results are presented. Preliminary results strongly suggest that assistive detect and avoid could greatly enhance the capabilities of flight crews to avoid traffic and remain well clear.

collision↗
NASA NTRS2005

Sense-and-Avoid Equivalent Level of Safety Definition for Unmanned Aircraft Systems. Revision 9

Since unmanned aircraft do not have a pilot on-board the aircraft, they cannot literally comply with the "see and avoid" requirement beyond a short distance from the location of the unmanned pilot. No performance standards are presently defined for unmanned Sense and Avoid systems, and the FAA has no published approval criteria for a collision avoidance system. Before the FAA can develop the necessary guidance (rules / regulations / policy) regarding the see-and-avoid requirements for Unmanned Aircraft Systems (UAS), a concise understanding of the term "equivalent level of safety" must be attained. Since this term is open to interpretation, the UAS industry and FAA need to come to an agreement on how this term can be defined and applied for a safe and acceptable collision avoidance capability for unmanned aircraft. Defining an equivalent level of safety (ELOS) for sense and avoid is one of the first steps in understanding the requirement and developing a collision avoidance capability. This document provides a functional level definition of see-and-avoid as it applies to unmanned aircraft. The sense and avoid ELOS definition is intended as a bridge between the see and avoid requirement and the system level requirements for unmanned aircraft sense and avoid systems. Sense and avoid ELOS is defined in a rather abstract way, meaning that it is not technology or system specific, and the definition provides key parameters (and a context for those parameters) to focus the development of cooperative and non-cooperative sense and avoid system requirements.

Source record↗
NASA NTRS2006

Cooperative Collision Avoidance Step 1 - Technology Demonstration Flight Test Report. Revision 1

The National Aeronautics and Space Administration (NASA) Access 5 Project Office sponsored a cooperative collision avoidance flight demonstration program for unmanned aircraft systems (UAS). This flight test was accomplished between September 21st and September 27th 2005 from the Mojave Airport, Mojave, California. The objective of these flights was to collect data for the Access 5 Cooperative Collision Avoidance (CCA) Work Package simulation effort, i.e., to gather data under select conditions to allow validation of the CCA simulation. Subsequent simulation to be verified were: Demonstrate the ability to detect cooperative traffic and provide situational awareness to the ROA pilot; Demonstrate the ability to track the detected cooperative traffic and provide position information to the ROA pilot; Demonstrate the ability to determine collision potential with detected cooperative traffic and provide notification to the ROA pilot; Demonstrate that the CCA subsystem provides information in sufficient time for the ROA pilot to initiate an evasive maneuver to avoid collision; Demonstrate an evasive maneuver that avoids collision with the threat aircraft; and lastly, Demonstrate the ability to assess the adequacy of the maneuver and determine that the collision potential has been avoided. The Scaled Composites, LLC Proteus Optionally Piloted Vehicle (OPV) was chosen as the test platform. Proteus was manned by two on-board pilots but was also capable of being controlled from an Air Vehicle Control Station (AVCS) located on the ground. For this demonstration, Proteus was equipped with cooperative collision sensors and the required hardware and software to place the data on the downlink. Prior to the flight phase, a detailed set of flight test scenarios were developed to address the flight test objectives. Two cooperative collision avoidance sensors were utilized for detecting aircraft in the evaluation: Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B). A single intruder aircraft was used during all the flight testing, a NASA Gulfstream III (G-III). During the course of the testing, six geometrically different near-collision scenarios were evaluated. These six scenarios were each tested using various combinations of sensors and collision avoidance software. Of the 54 planned test points 49 were accomplished successfully. Proteus flew a total of 21.5 hours during the testing and the G-III flew 19.8 hours. The testing fully achieved all flight test objectives. The Flight IPT performed an analysis to determine the accuracy of the simulation model used to predict the location of the host aircraft downstream during an avoidance maneuver. The data collected by this flight program was delivered to the Access 5 Cooperative Collision Avoidance (CCA) Work Package Team who was responsible for reporting on their analysis of this flight data.

Trongale, Nicholas A.↗
DOE OSTI2017

mir-67 regulates P. aeruginosa avoidance behavior in C. elegans

Highlights: • The MicroRNA mir-67 expression is up-regulated after a pathogenic bacterium P. aeruginosa infection. • mir-67 regulates P. aeruginosa avoidance behavior by inhibiting SAX-7 expression. • The mir-67-SAX-7 signaling is independent on the known signaling pathways that regulate pathogen avoidance. Pathogen avoidance behaviors are found throughout the animal kingdom and are important for animal's survival in nature. As a free-living nematode, C. elegans is exposed to a variety of microorganisms, including toxic or pathogenic bacteria, in soil. C. elegans can develop efficient avoidance responses to pathogenic bacteria to minimize the infection risk. However, the role of microRNAs (miRNAs) in pathogen avoidance in C. elegans remains unclear. In this report, we showed that the miRNA mir-67 was involved in a behavioral avoidance response to P. aeruginosa PA14. Exposure to P. aeruginosa PA14 induced the expression of mir-67 in worms. mir-67(n4899) mutants exhibited a reduced ability to avoid P. aeruginosa PA14. By combining quantitative proteomic analysis with miRNA target prediction algorithms, we identified SAX-7/L1CAM, which is transmembrane cell adhesion receptor molecule, as the target of mir-67. Silencing of sax-7 by RNAi on mir-67 mutants rescued avoidance behavioral. Our data demonstrate that the mir-67-SAX-7 pathway modulate the behavioral avoidance response to pathogens, thus providing a new perspective in the role of miRNAs in host–microbe interactions.

60 APPLIED LIFE SCIENCES↗
NASA NTRS2010

Reactive Collision Avoidance Algorithm

The reactive collision avoidance (RCA) algorithm allows a spacecraft to find a fuel-optimal trajectory for avoiding an arbitrary number of colliding spacecraft in real time while accounting for acceleration limits. In addition to spacecraft, the technology can be used for vehicles that can accelerate in any direction, such as helicopters and submersibles. In contrast to existing, passive algorithms that simultaneously design trajectories for a cluster of vehicles working to achieve a common goal, RCA is implemented onboard spacecraft only when an imminent collision is detected, and then plans a collision avoidance maneuver for only that host vehicle, thus preventing a collision in an off-nominal situation for which passive algorithms cannot. An example scenario for such a situation might be when a spacecraft in the cluster is approaching another one, but enters safe mode and begins to drift. Functionally, the RCA detects colliding spacecraft, plans an evasion trajectory by solving the Evasion Trajectory Problem (ETP), and then recovers after the collision is avoided. A direct optimization approach was used to develop the algorithm so it can run in real time. In this innovation, a parameterized class of avoidance trajectories is specified, and then the optimal trajectory is found by searching over the parameters. The class of trajectories is selected as bang-off-bang as motivated by optimal control theory. That is, an avoiding spacecraft first applies full acceleration in a constant direction, then coasts, and finally applies full acceleration to stop. The parameter optimization problem can be solved offline and stored as a look-up table of values. Using a look-up table allows the algorithm to run in real time. Given a colliding spacecraft, the properties of the collision geometry serve as indices of the look-up table that gives the optimal trajectory. For multiple colliding spacecraft, the set of trajectories that avoid all spacecraft is rapidly searched on-line. The optimal avoidance trajectory is implemented as a receding-horizon model predictive control law. Therefore, at each time step, the optimal avoidance trajectory is found and the first time step of its acceleration is applied. At the next time step of the control computer, the problem is re-solved and the new first time step is again applied. This continual updating allows the RCA algorithm to adapt to a colliding spacecraft that is making erratic course changes.

Scharf, Daniel↗
NASA NTRS2011

Integration of Weather Avoidance and Traffic Separation

This paper describes a dynamic convective weather avoidance concept that compensates for weather motion uncertainties; the integration of this weather avoidance concept into a prototype 4-D trajectory-based Airborne Separation Assurance System (ASAS) application; and test results from a batch (non-piloted) simulation of the integrated application with high traffic densities and a dynamic convective weather model. The weather model can simulate a number of pseudo-random hazardous weather patterns, such as slow- or fast-moving cells and opening or closing weather gaps, and also allows for modeling of onboard weather radar limitations in range and azimuth. The weather avoidance concept employs nested "core" and "avoid" polygons around convective weather cells, and the simulations assess the effectiveness of various avoid polygon sizes in the presence of different weather patterns, using traffic scenarios representing approximately two times the current traffic density in en-route airspace. Results from the simulation experiment show that the weather avoidance concept is effective over a wide range of weather patterns and cell speeds. Avoid polygons that are only 2-3 miles larger than their core polygons are sufficient to account for weather uncertainties in almost all cases, and traffic separation performance does not appear to degrade with the addition of weather polygon avoidance. Additional "lessons learned" from the batch simulation study are discussed in the paper, along with insights for improving the weather avoidance concept. Introduction

Consiglio, Maria C.↗
DOE OSTI2015

SU-C-BRA-06: Developing Clinical and Quantitative Guidelines for a 4DCT-Ventilation Functional Avoidance Clinical Trial

Purpose: 4DCT-ventilation is an exciting new imaging modality that uses 4DCTs to calculate lung ventilation. Because 4DCTs are acquired as part of routine care, calculating 4DCT-ventilation allows for lung function evaluation without additional cost or inconvenience to the patient. Development of a clinical trial is underway at our institution to use 4DCT-ventilation for thoracic functional avoidance with the idea that preferential sparing of functional lung regions can decrease pulmonary toxicity. The purpose of our work was to develop the practical aspects of a 4DCT-ventilation functional avoidance clinical trial including: 1.assessing patient eligibility 2.developing trial inclusion criteria and 3.developing treatment planning and dose-function evaluation strategies. Methods: 96 stage III lung cancer patients from 2 institutions were retrospectively reviewed. 4DCT-ventilation maps were calculated using the patient’s 4DCTs, deformable image registrations, and a density-change-based algorithm. To assess patient eligibility and develop trial inclusion criteria we used an observer-based binary end point noting the presence or absence of a ventilation defect and developed an algorithm based on the percent ventilation in each lung third. Functional avoidance planning integrating 4DCT-ventilation was performed using rapid-arc and compared to the patient’s clinically used plan. Results: Investigator-determined clinical ventilation defects were present in 69% of patients. Our regional/lung-thirds ventilation algorithm identified that 59% of patients have lung functional profiles suitable for functional avoidance. Compared to the clinical plan, functional avoidance planning was able to reduce the mean dose to functional lung by 2 Gy while delivering comparable target coverage and cord/heart doses. Conclusions: 4DCT-ventilation functional avoidance clinical trials have great potential to reduce toxicity, and our data suggest that 59% of lung cancer patients have lung function profiles suitable for functional avoidance. Our study used a retrospective evaluation of a large lung cancer patient database to develop the practical aspects of a 4DCT-ventilation functional avoidance clinical trial. (R.C., E.C., T.G.), NIH Research Scientist Development Award K01-CA181292 (R.C.), and State of Colorado Advanced Industries Accelerator Grant (Y.V.)

60 APPLIED LIFE SCIENCES↗