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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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Report discusses acoustic levitation in rectangular chamber using one driver mounted at corner. Placement of driver at corner enables it to couple effectively to acoustic modes along all three axes. Use of single driver reduces cost, complexity and weight of levitation system below those of three driver system.
The objective was to assess the feasibility of using the Series Resonant inverter as the driver module for the high frequency power system on the Space Station. This study evaluates the performance of the Series Resonant driver when it was operated with a dc input voltage and run through a series of tests to determine its start-up performance, response to load changes, load regulation, and efficiency. Also, this study compares the Series Resonant driver to another kind of driver that uses a Power Transistor snubber. An investigation of the various types of transmission lines is initiated. In particular, a simplified approach is utilized to describe the optimal transmission line.
In recent years the free-piston double-diaphragm driver has been used to increase the performance of the XI pilot expansion tube to super-orbital test conditions. However, the actual performance of the double-diaphragm driver was found to be considerably less than ideal. An experimental study of the double-diaphragm driver was carried out on the XI facility over a range of conditions with the objective of determining the effect of. heat losses; and the non-ideal rupture of the 'light' secondary diaphragm on the driver performance. The disparity between the theoretical and measured performance envelope are highlighted. A viscous limit for the experiments vas established. Heat transfer behind the primary shock is shown to be the mechanism behind this limit Incident, reflected and transmitted shock trajectories for the secondary diaphragm were experimentally determined and compared with computed trajectories from a one-dimensional diaphragm inertia model. It was found that the diaphragm did influence the unsteady expansion. A good agreement between experimental and computed shock trajectories was obtained using a diaphragm inertia model assuming that the diaphragm mass became negligible 3 microns after shock impact.
The discrete aurora results when energized electrons bombard the Earth's atmosphere at high latitudes. This paper examines the physical processes that can cause field-aligned acceleration of plasma particles in the auroral region. A data and theoretical study has been carried out to examine the acceleration mechanisms that operate in the auroral zone and to identi@ the magnetospheric drivers of these acceleration mechanisms. The observations used in the study were collected by the Fast Auroral Snapshot (FAST) and Polar satellites when the two satellites were in approximate magnetic conjunction in the auroral region. During these events FAST was in the middle of the auroral zone and Polar was above the auroral zone in the near-Earth plasma sheet. Polar data were used to determine the conditions in the magnetotail at the time field-aligned acceleration was measured by FAST in the auroral zone. For each of the magnetotail drivers identified in the data study, the physics of field-aligned acceleration in the auroral region was examined using existing theoretical efforts and/or a long-system particle in cell simulation to model the magnetically connected region between the two satellites. Results from the study indicate that there are three main drivers of auroral acceleration: (1) field-aligned currents that lead to quasistatic parallel potential drops (parallel electric fields), (2) earthward flow of high-energy plasma beams from the magnetotail into the auroral zone that lead to quasistatic parallel potential drops, and (3) large-amplitude Alfven waves that propagate into the auroral region from the magnetotail. The events examined thus far confm the previously established invariant latitudinal dependence of the drivers and show a strong dependence on magnetic activity. Alfven waves tend to occur primarily at the poleward edge of the auroral region during more magnetically active times and are correlated with intense electron precipitation. At lower latitudes away from the poleward edge of the auroral zone is the primary field-aligned current region which results in the classical field- aligned acceleration associated with the auroral zone (electrons earthward and ion beams tailward). During times of high magnetic activity, high-energy ion beams originating from the magnetotail are observed within, and overlapping, the regions of primary and return field-aligned current. Along the field lines where the high-energy magnetotail ion beams are located, field-aligned acceleration can occur in the auroral zone leading to precipitating electrons and upwelling ionospheric ion beams. Field-aligned currents are present during both quiet and active times, while the Alfven waves and magnetotail ion beams were observed only during more magnetically active events.
This paper is to address the in-flight reliability of a liquid propulsion engine system for a launch vehicle. We first establish a comprehensive list of system and sub-system reliability drivers for any liquid propulsion engine system. We then build a reliability model to parametrically analyze the impact of some reliability parameters. We present sensitivity analysis results for a selected subset of the key reliability drivers using the model. Reliability drivers identified include: number of engines for the liquid propulsion stage, single engine total reliability, engine operation duration, engine thrust size, reusability, engine de-rating or up-rating, engine-out design (including engine-out switching reliability, catastrophic fraction, preventable failure fraction, unnecessary shutdown fraction), propellant specific hazards, engine start and cutoff transient hazards, engine combustion cycles, vehicle and engine interface and interaction hazards, engine health management system, engine modification, engine ground start hold down with launch commit criteria, engine altitude start (1 in. start), Multiple altitude restart (less than 1 restart), component, subsystem and system design, manufacturing/ground operation support/pre and post flight check outs and inspection, extensiveness of the development program. We present some sensitivity analysis results for the following subset of the drivers: number of engines for the propulsion stage, single engine total reliability, engine operation duration, engine de-rating or up-rating requirements, engine-out design, catastrophic fraction, preventable failure fraction, unnecessary shutdown fraction, and engine health management system implementation (basic redlines and more advanced health management systems).
A new commercial-off-the-shelf (COTS) gate driver designed to drive both the high-side and the low-side enhancement-mode GaN FETs, National Semiconductor's type LM5113, was evaluated for operation at temperatures beyond its recommended specified limits of -40 C to +125 C. The effects of limited thermal cycling under the extended test temperature, which ranged from -194 C to +150 C, on the operation of this chip as well as restart capability at the extreme cryogenic and hot temperatures were also investigated. The driver circuit was able to maintain good operation throughout the entire test regime between -194 C and +150 C without undergoing any major changes in its outputs signals and characteristics. The limited thermal cycling performed on the device also had no effect on its performance, and the driver chip was able to successfully restart at each of the extreme temperatures of -194 C and +150 C. The plastic packaging of this device was also not affected by either the short extreme temperature exposure or the limited thermal cycling. These preliminary results indicate that this new commercial-off-the-shelf (COTS) halfbridge eGaN FET driver integrated circuit has the potential for use in space exploration missions under extreme temperature environments. Further testing is planned under long-term cycling to assess the reliability of these parts and to determine their suitability for extended use in the harsh environments of space.
We conducted 47 exposures of four different MIC4424 devices and did not observe any SEL or high-current events. This included worst-case conditions with a LET of 81 MeV-sq cm/mg, applied voltage of 18.5 V, a case temperature greater than 120 C, and a final fluence of 1x10(exp 7)/sq cm. We also monitored both the outputs for the presence of SETs. While the period of the 1 MHz square wave was slightly altered in some cases, no pulses were added or deleted. 1. Purpose: The purpose of this testing is to characterize the BiCMOS/DMOS Micrel MIC4424 dual, non-inverting MOSFET driver for single-event latchup (SEL) susceptibility. These data will be used for flight lot evaluation purposes. 2. Devices Tested: The MIC4423/4424/4425 family are highly reliable BiCMOS/DMOS buffer/driver MOSFET drivers. They are higher output current versions of the MIC4426/4427/4428. They can survive up to 5V of noise spiking, of either polarity, on the ground pin. They can accept, without either damage or logic upset, up to half an amp of reverse current (either polarity) forced back into their outputs. Primarily intended for driving power MOSFETs, the MIC4423/4424/4425 drivers are suitable for driving other loads (capacitive, resistive, or inductive) which require low-impedance, high peak currents, and fast switching times. Heavily loaded clock lines, coaxial cables, or piezoelectric transducers are some examples. The only known limitation on loading is that total power dissipated in the driver must be kept within the maximum power dissipation limits of the package. Five (5) parts were provided for SEL testing. We prepared four parts for irradiation and reserved one piece as an un-irradiated control. More information about the devices can be found in Table 1. The parts were prepared for testing by removing the lid from the CDIP package to expose the target die. The parts were then soldered to small copper circuit adapter boards for easy handling. These parts are fabricated in a bulk BiCMOS/DMOS technology. Since we do not know the number of overlayers used in the fabrication processes, linear energy transfer calculations are determined based on the top-surface incident ion species and kinetic energy.
The response of the hydrological cycle to climate forcings can be understood within the atmospheric energy budget framework. In this study precipitation and energy budget responses to five forcing agents are analyzed using 10 climate models from the Precipitation Driver Response Model Intercomparison Project (PDRMIP). Precipitation changes are split into a forcing-dependent fast response and a temperature-driven hydrological sensitivity. Globally, when normalized by top-of-atmosphere (TOA) forcing, fast precipitation changes are most sensitive to strongly absorbing drivers (CO2, black carbon). However, over land fast precipitation changes are most sensitive to weakly absorbing drivers (sulfate, solar) and are linked to rapid circulation changes. Despite this, land-mean fast responses to CO2 and black carbon exhibit more intermodel spread. Globally, the hydrological sensitivity is consistent across forcings, mainly associated with increased longwave cooling, which is highly correlated with intermodel spread. The land-mean hydrological sensitivity is weaker, consistent with limited moisture availability. The PDRMIP results are used to construct a simple model for land-mean and sea-mean precipitation change based on sea surface temperature change and TOA forcing. The model matches well with CMIP5 ensemble mean historical and future projections, and is used to understand the contributions of different drivers. During the twentieth century, temperature-driven intensification of land-mean precipitation has been masked by fast precipitation responses to anthropogenic sulfate and volcanic forcing, consistent with the small observed trend. However, as projected sulfate forcing decreases, and warming continues, land-mean precipitation is expected to increase more rapidly, and may become clearly observable by the mid-twenty-first century.
The National Aeronautics and Space Administration (NASA) Space Technology Mission Directorate (STMD) has been developing a new Strategic Framework to guide investment prioritization and communication of STMD strategic goals to stakeholders. STMD’s analysis of global trends identified four overarching drivers which are anticipated to shape the needs of civilian space research for years to come. These Mega-Drivers form the foundation of the Strategic Framework. The Increasing Access Mega-Driver reflects the increase in the availability of launch options, more capable propulsion systems, access to planetary surfaces, and the introduction of new platforms to enable exploration, science, and commercial activities. Accelerating Pace of Discovery reflects the exploration of more remote and challenging destinations, drives increased demand for improved abilities to communicate and process large datasets. The Democratization of Space reflects the broadening participation in the space industry, from governments to private investors to citizens. Growing Utilization of Space reflects space market diversification and growth. This paper will further describe the observable trends that inform each of these Mega Drivers, as well as the interrelationships between them within STMD’s new Strategic Framework.
Water vapour in the atmosphere is the source of a major climate feedback mechanism and potential increases in the availability of water vapour could have important consequences for mean and extreme precipitation. Future precipitation changes further depend on how the hydrological cycle responds to different drivers of climate change, such as greenhouse gases and aerosols. Currently, neither the total anthropogenic influence on the hydrological cycle nor that from individual drivers is constrained sufficiently to make solid projections. We investigate how integrated water vapour (IWV) responds to different drivers of climate change. Results from 11 global climate models have been used, based on simulations where CO2, methane, solar irradiance, black carbon (BC), and sulfate have been perturbed separately. While the global-mean IWV is usually assumed to increase by 7% per kelvin of surface temperature change, we find that the feedback response of IWV differs somewhat between drivers. Fast responses, which include the initial radiative effect and rapid adjustments to an external forcing, amplify these differences. The resulting net changes in IWV range from 6.4±0.9%K(exp -1) for sulfate to 9.8±2%K(exp -1) for BC. We further calculate the relationship between global changes in IWV and precipitation, which can be characterized by quantifying changes in atmospheric water vapour lifetime. Global climate models simulate a substantial increase in the lifetime, from 8.2±0.5 to 9.9±0.7d between 1986-2005 and 2081-2100 under a high-emission scenario, and we discuss to what extent the water vapour lifetime provides additional information compared to analysis of IWV and precipitation separately. We conclude that water vapour lifetime changes are an important indicator of changes in precipitation patterns and that BC is particularly efficient in prolonging the mean time, and therefore likely the distance, between evaporation and precipitation.
The National Aeronautics and Space Administration (NASA) Space Technology Mission Directorate (STMD) has been developing a new Strategic Framework to guide investment prioritization and communication of STMD strategic goals to stakeholders. STMD’s analysis of global trends identified four overarching drivers which are anticipated to shape the needs of civilian space research for years to come. These Mega-Drivers form the foundation of the Strategic Framework. The Increasing Access Mega-Driver reflects the increase in the availability of launch options, more capable propulsion systems, access to planetary surfaces, and the introduction of new platforms to enable exploration, science, and commercial activities. Accelerating Pace of Discovery reflects the exploration of more remote and challenging destinations, drives increased demand for improved abilities to communicate and process large datasets. The Democratization of Space reflects the broadening participation in the space industry, from governments to private investors to citizens. Growing Utilization of Space reflects space market diversification and growth. This paper will further describe the observable trends that inform each of these Mega Drivers, as well as the interrelationships between them within STMD’s new Strategic Framework.
The drivers and atmospheric impacts of energetic electron precipitation are not yet well understood. Further, electron precipitation is often poorly represented in atmospheric modeling. Additional investigations of the drivers and impacts of electron precipitation are needed to improve models and space weather forecasting requirements. To accurately represent the troposphere through the ionosphere in model simulations, it is vital to account for the chemistry accurately. Electron precipitation is a frequent, yet often ignored middle to high latitude forcing that can have dramatic effects on the middle and upper atmosphere. Over the past decade, several electron precipitation data sets have been developed, however, validation has been difficult due to the lack of independent observations of electron fluxes. Additionally, the limited number of satellites making measurements of global magnetospheric wave activity in concert with the resulting electron precipitation restricts our ability to accurately capture the drivers simultaneously with the precipitation. Accurate characterization of the drivers is needed for physics-based magnetosphere modeling. Likewise, accurate precipitating electron fluxes and relative energies are needed to improve our atmospheric modeling studies. Finally, in order to properly validate and improve our current modeling efforts, observations of atmospheric composition are necessary.
Measurements of driver describing functions in steering control tasks have been made using a driving simulator. The task was to regulate against a random crosswind gust input on a straight roadway, in order to stay in the center of the lane. Although driving is a multiloop task in general, the forcing function and situation were configured so that an inner-loop visual cue feedback of heading angle of heading rate would dominate, and the driver's response was interpreted to be primarily single-loop. The driver describing functions were measured using an STI describing function analyzer. Three replications for each subject showed good repeatability within a subject. There were some intersubject differences as expected, but the crossover frequencies, effective time delays, and stability margins were generally consistent with the prior data and models for similar manual control tasks. The results further confirm the feasibility of measuring human operator response properties in nominal control tasks with full (real-world) visual field displays.
An investigation of all payloads in the IBM disciplines and the selection of driver payloads within each discipline are described. The driver payloads were selected on the basis of their data processing requirements. These requirements are measured by a weighting scheme. The total requirements for each discipline are estimated by use of the technology payload model. The driver selection process which was both a payload by payload comparison and a comparison of expected groupings of payloads was examined.
The results are reviewed of driving simulator and in-vehicle field test experiments of alcohol effects on driver risk taking. The objective was to investigate changes in risk taking under alcoholic intoxication and relate these changes to effects on traffic safety. The experiments involved complex 15 minute driving scenarios requiring decision making and steering and speed control throughout a series of typical driving situations. Monetary rewards and penalties were employed to simulate the real-world motivations inherent in driving. A full placebo experimental design was employed, and measures related to traffic safety, driver/vehicle performance and driver behavior were obtained. Alcohol impairment was found to increase the rate of accidents and speeding tickets. Behavioral measures showed these traffic safety effects to be due to impaired psychomotor performance and perceptual distortions. Subjective estimates of risk failed to show any change in the driver's willingness to take risks when intoxicated.
A decision model including perceptual noise or inconsistency is developed from expected value theory to explain driver stop and go decisions at signaled intersections. The model is applied to behavior in a car simulation and instrumented vehicle. Objective and subjective changes in driver decision making were measured with changes in blood alcohol concentration (BAC). Treatment levels averaged 0.00, 0.10 and 0.14 BAC for a total of 26 male subjects. Data were taken for drivers approaching signal lights at three timing configurations. The correlation between model predictions and behavior was highly significant. In contrast to previous research, analysis indicates that increased BAC results in increased perceptual inconsistency, which is the primary cause of increased risk taking at low probability of success signal lights.
A quantitative description of driver steering behavior such as a mathematical model is presented. The steering task is divided into two levels: (1) the guidance level involving the perception of the instantaneous and future course of the forcing function provided by the forward view of the road, and the response to it in an anticipatory open-loop control mode; (2) the stabilization level whereby any occuring deviations from the forcing function are compensated for in a closed-loop control mode. This concept of the duality of the driver's steering activity led to a newly developed two-level model of driver steering behavior. Its parameters are identified on the basis of data measured in driving simulator experiments. The parameter estimates of both levels of the model show significant dependence on the experimental situation which can be characterized by variables such as vehicle speed and desired path curvature.
The cryogenic module of Mass Driver Two comprises a 3.25 inch (82.55 mm) OD bucket with two 44 kilo-ampere-turn coils made with .028 inch (.71 mm) diam niobium-titanium multi-filamentary cable in a copper matrix, impregnated with lead alloy for thermal inertia, as well as the service station to refrigerate, energize and eject the bucket. The station is housed in a six inch flanged pyrex cross which connects to the four inch pyrex tube of the mass driver itself. The bucket is refrigerated by being forced against a copper braid cradle attached to the bottom of a liquid helium reservoir which protrudes into the cross from above. The bucket is energized inductively by turning off two superconducting coils which are also attached to the helium reservoir, and which have maintained the correct flux linkage through the bucket coils during their cool-down through the critical temperature. Once charging is completed, the clamping pressure is released and the bucket is injected into the mass driver by means of two normal-conductor pulse coils surrounding the horizontal branches of the cross.