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All sourcesNASA NTRSDOE OSTI
DOE OSTI2017

FINAL REPORT - Development of High Pressure Hydrogen Storage Tank for Storage and Gaseous Truck Delivery

The “Development of High Pressure Hydrogen Storage Tanks for Storage and Gaseous Truck Delivery” project [DE-FG36-08GO18062] was initiated on 01 July 2008. Hexagon Lincoln (then Lincoln Composites) received grant funding from the U.S. Department of Energy to support the design and development of an improved bulk hauling and storage solution for hydrogen in terms of cost, safety, weight and volumetric efficiency. The development of this capability required parallel development and qualification of large all-composites pressure vessels, a custom ISO container to transport and store said tanks, and performance of trade studies to identify optimal operating pressure for the system. Qualification of the 250 bar TITAN® module was completed in 2009 with supervision from the American Bureau of Shipping [ABS], and the equipment has been used internationally for bulk transportation of fuel gases since 2010. Phase 1 of the project was successfully completed in 2012 with the issuance of USDOT SP 14951, the special permit authorizing the manufacture, marking, sale and use of TITAN® Mobile Pipeline® equipment in the United States. The introduction of tube trailers with light weight composite tankage has meant that 2 to 3 times as much gaseous fuel can be transported with each trip. This increased hauling efficiency offers dramatically reduced operating costs and has enabled a profitable business model for over-the-road compressed natural gas delivery. The economic drivers of this business opportunity vary from country to country and region to region, but in many places gas distribution companies have realized profitable operations. Additional testing was performed in 2015 to characterize hydrogen-specific operating protocols for use of TITAN® systems in CHG service at 250 bar. This program demonstrated that existing compression and decompression methodologies can efficiently and safely fill and unload lightweight bulk hauling systems. Hexagon Lincoln and U.S. DOE agreed to continue into Phase 2 of the project without pursuing the development of higher pressure capabilities as originally planned. At 250 bar, development of equipment for hydrogen transport is supported by strong activity in the adjacent natural gas transportation sector. Trade studies performed since 2011 indicate optimization of hauling efficiency and system cost for hydrogen transport at about 350 bar (5076 psi). However, due to reduced efficiency of compression of natural gas above 250 bar, 350 bar operation is not an attractive option for natural gas transportation. The CHG market is not developed at this time, and it is difficult to forecast the arrival of significant revenues. On the investment side, the cost to fully qualify a large tank module at 350 bar is estimated at $3MM to $5MM. There is insufficient CHG market definition to support a stand-alone business case for this investment without near term revenue in the adjacent CNG transportation market. Therefore development of a 350 bar TITAN® system was deferred and not pursued under this project. Hexagon Lincoln continues to support the development of tankage and equipment for operation at 350 bar and above; with 700 bar vehicle tanks and 950 bar tanks for ground storage applications. Phase 2 activities were focused on reducing system cost, increasing system capacity, increasing system safety and characterization of polymer material performance specific to hydrogen pressure vessel usage. With the successful launch of TITAN® modules and trailers in natural gas transportation, over 600 units have been produced through the end of 2016, resulting in improved purchasing power for raw materials and manufactured components. This has allowed Hexagon Lincoln to approach the current project goals for system cost. At $590/kg of compressed hydrogen delivered, the system cost of the baseline TITAN® module is below the project’s 2015 target of $730/kg H2 delivered, and very close to the project’s 2020 target of $575/kg H2 delivered. [Based on product pricing in 1Q2017.] Emphasis was placed on configuration of larger capacity systems within the vehicle weights and dimensions allowed on federal and state highways in the United States and other countries. These activities resulted in the design and development of integrated tube trailer systems that have increased delivery capacities by 45%. The hydrogen delivery capacity of our largest system is 845 kg, exceeding the project’s 2015 target of 700 kg H2 delivered. Emerging technologies offering improvement of the safety systems used on the equipment were investigated, with particular focus on improving the reliability and cost of the emergency venting system for fire protection. Finally, investment in our materials laboratory improved detection and characterization of hydrogen-induced damage in polymer materials, supporting the development of operational protocols to avoid damage to pressure vessel liners and valve components.

08 HYDROGEN↗
NASA NTRS2015

Avionics Configuration Assessment for Flightdeck Interval Management: A Comparison of Avionics and Notification Methods

Flightdeck Interval Management is one of the NextGen operational concepts that FAA is sponsoring to realize requisite National Airspace System (NAS) efficiencies. Interval Management will reduce variability in temporal deviations at a position, and thereby reduce buffers typically applied by controllers - resulting in higher arrival rates, and more efficient operations. Ground software generates a strategic schedule of aircraft pairs. Air Traffic Control (ATC) provides an IM clearance with the IM spacing objective (i.e., the TTF, and at which point to achieve the appropriate spacing from this aircraft) to the IM aircraft. Pilots must dial FIM speeds into the speed window on the Mode Control Panel in a timely manner, and attend to deviations between actual speed and the instantaneous FIM profile speed. Here, the crew is assumed to be operating the aircraft with autothrottles on, with autopilot engaged, and the autoflight system in Vertical Navigation (VNAV) and Lateral Navigation (LNAV); and is responsible for safely flying the aircraft while maintaining situation awareness of their ability to follow FIM speed commands and to achieve the FIM spacing goal. The objective of this study is to examine whether three Notification Methods and four Avionics Conditions affect pilots' performance, ratings on constructs associated with performance (workload, situation awareness), or opinions on acceptability. Three Notification Methods (alternate visual and aural alerts that notified pilots to the onset of a speed target, conformance deviation from the required speed profile, and reminded them if they failed to enter the speed within 10 seconds) were examined. These Notification Methods were: VVV (visuals for all three events), VAV (visuals for all three events, plus an aural for speed conformance deviations), and AAA (visual indications and the same aural to indicate all three of these events). Avionics Conditions were defined by the instrumentation (and location) used to present IM information to crews: (1) Integrated (IM information is embedded in extant PFD (Primary Flight Display), ND (Navigation Display), EICAS (Engine Indicating and Crew Alerting System) displays); (2) EFB_Aft (IM information is only supplied in an EFB and mounted in location similar to that for MITRE's UPS work); (3) EFB_Fore (IM information is only supplied in an EFB which is mounted more forward, under the side window), and (4) EFB_Aft plus use of an AGD (the same IM information is supplied in an EFB and on an AGD, both mounted in locations similar to that in MITRE's UPS work ). Twelve commercial pilot crews flew descent scenarios (VNAV Speed with the mode control panel (MCP) speed window open until flaps extended, then VNAV Path) in a commercial transport flight simulator with realistic visual scene and communications. The results of this study serve three practical aims: (1) contribute to the down-select of avionics configuration for future assessment of the ASTAR spacing algorithm at NASA; (2) provide information useful to the FAA Human Factors Division (ANG-C1)'s mission to identify issues pertinent to flight certification of, and flight standards; (3) identify methodological considerations in support of future FIM human-in-the-loop (HITL) investigations.

Latorella, Kara A.↗
NASA NTRS2019

Serendipitous Geodesy from Bennu's Short-Lived Moonlets

The Origins, Spectral Interpretation, Resource Identification, and Security-Regolith Explorer (OSIRIS-REx; or OREx) spacecraft arrived at its target, near-Earth asteroid (101955) Bennu, on December 3, 2018. The OSIRIS-REx spacecraft has since collected a wealth of scientific information in order to select a suitable site for sampling. Shortly after insertion into orbit on December 31, 2018, particles were identified in starfield images taken by the navigation camera (NavCam 1). Several groups within the OSlRlS-REx team analyzed the particle data in an effort to better understand this newfound activity of Bennu and to investigate the potential sensitivity of the particles to Bennu's geophysical parameters. A number of particles were identified through automatic and manual methods in multiple images, which could be turned into short sequences of optical tracking observations. Here, we discuss the precision orbit determination (OD) effort focused on these particles at NASA GSFC, which involved members of the Independent Navigation Team (INT) in particular. The particle data are combined with other OSIRIS-REx tracking data (radiometric from OSN and optical landmark data) using the NASA GSFC GEODYN orbit determination and geodetic parameter estimation software. We present the results of our study, particularly those pertaining to the gravity field of Bennu. We describe the force modeling improvements made to GEODYN specifically for this work, e.g., with a raytracing-based modeling of solar radiation pressure. The short-lived, low-flying moonlets enable us to determine a gravity field model up to a relatively high degree and order: at least degree 6 without constraints, and up to degree 10 when applying Kaula-like regularization. We can backward- and forward-integrate the trajectory of these particles to the ejection and landing sites on Bennu. We assess the recovered field by its impact on the OSIRIS-REx trajectory reconstruction and prediction quality in the various mission phases (e.g., Orbital A, Detailed Survey, and Orbital B).

Mazarico, Erwan↗
DOE OSTI2023

The Energy Transition: Advanced Nuclear Needed but Address Climate Vulnerabilities Now

The term “Energy Transition” is an attempt to capture an elaborate set of activities related to the modernization and decarbonization of energy grids. Performed concurrently and often in an ad hoc manner across local, state, regional and national boundaries, it is bringing chaos to what should arguably be one of the most conservatively managed of all critical infrastructure sectors. What’s more, with climate change producing an increasing tempo of extreme events, confidence in the intended resilient and redundant structure of the electric grids is likely to ebb. Even without these climate induced stressors, the nation’s electric grid was built for an earlier century. In addition to a drive towards greater efficiency via digitization and a continuing price decline in distributed energy resources (DERs), one could argue that climate change concerns are the primary driver of the energy transition. Non-CO2 emitting generation sources like wind and solar have become an important part of the overall generation fleet, albeit ones that cannot be counted upon to provide dispatchable power. Current projections indicate deployment of even larger percentages of DERs in coming years. Until far better storage capabilities arrive, the variability of wind and solar, inconsistent performance of traditional thermal generation plants, and energy delivery failures associated with natural gas pipelines will reinforce mounting reliability concerns. This pertains to both electric transmission and distribution. The recent shuttering of nuclear power plants in Germany, Japan, the US and elsewhere are also putting more downward pressure on dispatchable generation. Russia’s attack on Ukraine has roiled energy markets worldwide and forced some countries to return to coal as a primary fuel. In view circumstances such as these, it is essential that significant changes be made to policies and planning criteria, and to the standards and code on which they are based. Given the accelerating pace of extreme weather events, this needs to occur as soon as possible.

24 POWER TRANSMISSION AND DISTRIBUTION↗
NASA NTRS2012

NASA's Space Launch System: A Flagship for Exploration Beyond Earth's Orbit

The National Aeronautics and Space Administration s (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is making progress toward delivering a new capability for exploration beyond Earth orbit in an austere economic climate. This fact drives the SLS team to find innovative solutions to the challenges of designing, developing, fielding, and operating the largest rocket in history. To arrive at the current SLS plan, government and industry experts carefully analyzed hundreds of architecture options and arrived at the one clear solution to stringent requirements for safety, affordability, and sustainability over the decades that the rocket will be in operation. This paper will explore ways to fit this major development within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017. It will explain the SLS Program s long-range plan to keep the budget within bounds, yet evolve the 70 metric ton (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through a competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface over 4 decades ago. Astronauts train for long-duration voyages on the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. NASA is refining its mission manifest, guided by U.S. Space Policy and the Global Exploration Roadmap. Launching the Orion Multi-Purpose Cargo Vehicle s first autonomous certification flight in 2017, followed by a crewed flight in 2021, the SLS will offer a robust way to transport international crews and the air, water, food, and equipment they need for extended trips to asteroids, Lagrange Points, and Mars. In addition, the SLS will accommodate high-priority science experiments. SLS affordability initiatives include streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture that continually benchmarks its performance against successful ventures. As this paper will explain, the SLS is making measurable progress toward becoming a global infrastructure asset for robotic and human scouts of all nations by harnessing business and technological innovations to deliver sustainable solutions for space exploration.

May, Todd↗
NASA NTRS2012

NASA's Space Launch System: A Flagship for Exploration Beyond Earth's Orbit

The National Aeronautics and Space Administration's (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is making progress toward delivering a new capability for exploration beyond Earth orbit in an austere economic climate. This fact drives the SLS team to find innovative solutions to the challenges of designing, developing, fielding, and operating the largest rocket in history. To arrive at the current SLS plan, government and industry experts carefully analyzed hundreds of architecture options and arrived at the one clear solution to stringent requirements for safety, affordability, and sustainability over the decades that the rocket will be in operation. This paper will explore ways to fit this major development within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017. It will explain the SLS Program s long-range plan to keep the budget within bounds, yet evolve the 70 metric ton (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through a competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface over 4 decades ago. Astronauts train for long-duration voyages on the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. NASA is refining its mission manifest, guided by U.S. Space Policy and the Global Exploration Roadmap. Launching the Orion Multi-Purpose Crew Vehicle s (MPCV s) first autonomous certification flight in 2017, followed by a crewed flight in 2021, the SLS will offer a robust way to transport international crews and the air, water, food, and equipment they need for extended trips to asteroids, Lagrange Points, and Mars. In addition, the SLS will accommodate high-priority science experiments. SLS affordability initiatives include streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture that continually benchmarks its performance against successful ventures. As this paper will explain, the SLS is making measurable progress toward becoming a global infrastructure asset for robotic and human scouts of all nations by harnessing business and technological innovations to deliver sustainable solutions for space exploration.

May, Todd A.↗
DOE OSTI2013

Distributed Smart Grid Asset Control Strategies for Providing Ancillary Services

With large-scale plans to integrate renewable generation driven mainly by state-level renewable portfolio requirements, more resources will be needed to compensate for the uncertainty and variability associated with intermittent generation resources. Distributed assets can be used to mitigate the concerns associated with renewable energy resources and to keep costs down. Under such conditions, performing primary frequency control using only supply-side resources becomes not only prohibitively expensive but also technically difficult. It is therefore important to explore how a sufficient proportion of the loads could assume a routine role in primary frequency control to maintain the stability of the system at an acceptable cost. The main objective of this project is to develop a novel hierarchical distributed framework for frequency based load control. The framework involves two decision layers. The top decision layer determines the optimal gain for aggregated loads for each load bus. The gains are computed using decentralized robust control methods, and will be broadcast to the corresponding participating loads every control period. The second layer consists of a large number of heterogeneous devices, which switch probabilistically during contingencies so that aggregated power change matches the desired amount according to the most recently received gains. The simulation results show great potential to enable systematic design of demand-side primary frequency control with stability guarantees on the overall power system. The proposed design systematically accounts for the interactions between the total load response and bulk power system frequency dynamics. It also guarantees frequency stability under a wide range of time varying operating conditions. The local device-level load response rules fully respect the device constraints (such as temperature setpoint, compressor time delays of HVACs, or arrival and departure of the deferrable loads), which are crucial for implementing real load control programs. The promise of autonomous, Grid Friendly™ response by smart appliances in the form of under-frequency load shedding was demonstrated in the GridWise Olympic Peninsula Demonstration in 2006. Each controller monitored the power grid voltage signal and requested that electrical load be shed by its appliance whenever electric power-grid frequency fell below 59.95 Hz. The controllers and their appliances responded reliably to each shallow under-frequency event, which was an average of one event per day and shed their loads for the durations of these events. Another objective of this project was to perform extensive simulation studies to investigate the impact of a population of Grid Friendly™ Appliances (GFAs) on the bulk power system frequency stability. The GFAs considered in this report are represented as demonstration units with water heaters individually modeled.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1994

Some considerations on velocity vector accuracy in dust trajectory analysis

The relative contributions of comets and asteroids to the reservoir of dust in the interplanetary medium is not known. There are direct observations of dust released from comets and there is evidence to associate the IRAS dust bands with possible collisions of asteroids in the main belt. A means towards sorting out the parent sources has been proposed in the establishment of a dust collector in orbit about the Earth. The purpose of such a facility would be to collect not only cosmic dust particles intact but also the state vectors, as they arrive at the detector, the idea being that one may combine analytical laboratory analysis of the physics and chemistry of the captured particles with orbital data in order to help distinguish between bodies and identify parent bodies. The theoretical study of dust particle orbits in the solar system takes on greatly more importance if we use collected trajectory data. The orbital motion of dust when radiation and forces alone are acting is well understood. When gravitational forces due to the planets are included, the motion can become quite complex. In order to characterize the orbits of particles as they crossed the Earth's orbits, a study of the long-time dust orbital evolution was undertaken. We have considered various parameters associated with these dust orbits to see if one may in a general way discriminate between particles evolved from comets and asteroids. We proceed in this study as we have done previously. That is, we considered the dust particles as ideal black bodies, of density 1 gm/cc, spherical, with radii 10-100 microns. Particles of this size are affected by radiation forces, photon pressure, and Poynting-Robertson drag. Account was also taken of solar wind drag, which amounts to about 30 percent of the Poynting-Robertson drag negligible. The gravitational forces due to the planets are included, unlike in our previous study; the planetary orbits are those of true n-body interaction so that the possibility of secular resonance is included. Our method was to calculate explicitly by a numerical procedure the orbits of dust particles after they left their parent bodies. The motion is determined numerically with the implicit Runge-Kutta integrator using Gauss-Radau spacings.

Jackson, A. A.↗
NASA NTRS2005

Making AlN(x) Tunnel Barriers Using a Low-Energy Nitrogen-Ion Beam

A technique based on accelerating positive nitrogen ions onto an aluminum layer has been demonstrated to be effective in forming thin (<2 nm thick) layers of aluminum nitride (AlN(x)) for use as tunnel barriers in Nb/Al-AlN(x)/Nb superconductor/insulator/ superconductor (SIS) Josephson junctions. AlN(x) is the present material of choice for tunnel barriers because, to a degree greater than that of any other suitable material, it offers the required combination of low leakage current at high current density and greater thermal stability. While ultra-thin AlN films with good thickness and stoichiometry control are easily formed using techniques such as reactive molecular beam epitaxy and chemical vapor deposition, growth temperatures of 900 C are necessary for the dissociative adsorption of nitrogen from either nitrogen (N2) or ammonia (NH3). These growth temperatures are prohibitively high for the formation of tunnel barriers on Nb films because interfacial reactions at temperatures as low as 200 to 300 C degrade device properties. Heretofore, deposition by reactive sputtering and nitridation of thin Al layers with DC and RF nitrogen plasmas have been successfully used to form AlN barriers in SIS junctions. However, precise control over critical current density Jc has proven to be a challenge, as is attaining adequate process reproducibility from system to system. The present ion-beam technique is an alternative to the plasma or reactive sputtering techniques as it provides a highly controlled arrival of reactive species, independent of the electrical conditions of the substrate or vacuum chamber. Independent and accurate control of parameters such as ion energy, flux, species, and direction promises more precise control of film characteristics such as stoichiometry and thickness than is the case with typical plasma processes. In particular, the background pressure during ion-beam nitride growth is 2 or 3 orders of magnitude lower, minimizing the formation of compounds with contaminants, which is critical in devices the performance of which is dictated by interfacial characteristics. In addition, the flux of incoming species can be measured in situ using ion probes so that the dose can be controlled accurately. The apparatus used in the present ion-beam technique includes a vacuum chamber containing a commercial collimated- ion-beam source, a supply of nitrogen and argon, and an ion probe for measuring the ion dose. Either argon or nitrogen can be used as the feed gases for the ion source, depending on whether cleaning of the substrate or growth of the nitride, respectively, is desired. Once the Nb base electrode and Al proximity layer have been deposited, the N2 gas line to the ion beam is vented and purged, and the ion-source is turned on until a stable discharge is obtained. The substrate is moved over the ion-beam source to expose the Al surface layer to the ion beam (see figure) for a specified duration for the formation of the nitride tunnel barrier. Next, the Nb counter-electrode layer is deposited on the nitride surface layer. The Nb/Al- AlN(x)/Nb-trilayer-covered substrate is then patterned into individual devices by use of conventional integrated-circuit processing techniques.

Kaul, Anupama↗
DOE OSTI2016

Submarine deposits from pumiceous pyroclastic density currents traveling over water: An outstanding example from offshore Montserrat (IODP 340)

Pyroclastic density currents have been observed to both enter the sea, and to travel over water for tens of kilometers. Here, we identified a 1.2-m-thick, stratified pumice lapilli-ash cored at Site U1396 offshore Montserrat (Integrated Ocean Drilling Program [IODP] Expedition 340) as being the first deposit to provide evidence that it was formed by submarine deposition from pumice-rich pyroclastic density currents that traveled above the water surface. The age of the submarine deposit is ca. 4 Ma, and its magma source is similar to those for much younger Soufrière Hills deposits, indicating that the island experienced large-magnitude, sub-aerial caldera-forming explosive eruptions much earlier than recorded in land deposits. The deposit's combined sedimentological characteristics are incompatible with deposition from a submarine eruption, pyroclastic fall over water, or a submarine seafloor-hugging turbidity current derived from a subaerial pyroclastic density current that entered water at the shoreline. The stratified pumice lapilli-ash unit can be subdivided into at least three depositional units, with the lowermost one being clast supported. The unit contains grains in five separate size modes and has a >12 phi range. Particles are chiefly sub-rounded pumice clasts, lithic clasts, crystal fragments, and glass shards. Pumice clasts are very poorly segregated from other particle types, and lithic clasts occur throughout the deposit; fine particles are weakly density graded. We interpret the unit to record multiple closely spaced (< 2 d) hot pyroclastic density currents that flowed over the ocean, releasing pyroclasts onto the water surface, and settling of the various pyroclasts into the water column. Our settling and hot and cold flotation experiments show that waterlogging of pumice clasts at the water surface would have been immediate. The overall poor hydraulic sorting of the deposit resulted from mixing of particles from multiple pulses of vertical settling in the water column, attesting to complex sedimentation. Slow-settling particles were deposited on the seafloor together with faster-descending particles that were delivered at the water surface by subsequent pyroclastic flows. The final sediment pulses were eventually deflected upon their arrival on the seafloor and were deposited in laterally continuous facies. This study emphasizes the interaction between products of explosive volcanism and the ocean and discusses sedimentological complexities and hydrodynamics associated with particle delivery to water.

58 GEOSCIENCES↗
NASA NTRS2024

Aerocapture: An Enabling Technology for Flagship-Class Uranus Orbiter and Probe Mission

Introduction: The current decadal survey published by the National Academies of Sciences has informed National Aeronautics and Space Administration (NASA) to prioritize the study of the Ice Giants, especially Uranus. To gather the required data that addresses the science questions raised in this survey, a mission to Uranus with an orbiter and atmospheric probe must be designed. The Uranus Orbiter and Probe (UOP) study, which the survey identified as the flagship mission of this decade, proposes a 2031 launch to take advantage of a Jupiter fly-by and utilizes a fully propulsive orbit insertion design with an Earth-to-Uranus transit times ranging from 13 to 15 years. This fully propulsive orbit insertion at Uranus will be very fuel expensive (wet mass percentages of around 60-70\%) thereby leaving less mass for the scientific payload and additional planetary probes. In addition, scientists are more interested in visiting Uranus before 2049, when the Spring Equinox will occur, as it allows studying Uranus seasons not seen during Voyager 2's flyby in 1987. A NASA Flagship-Class mission would require at least 10 years of lead time prior to launch thereby making the 2031 launch to take advantage of the Jupiter fly-by extremely challenging. The consequence of missing the Jupiter fly-by and launching in the late 2030s is the challenge of a fully-propulsive mission like UOP to have a feasible alternative interplanetary trajectory that reaches Uranus before 2050. As an alternative, to address the shortcomings of the fully propulsive mission, one can design a mission to Uranus using aerocapture. What is aerocapture: Aerocapture is an atmospheric maneuver that uses aerodynamic forces generated by flight within a planetary atmosphere to decelerate and achieve orbit insertion. Using aerocapture allows one to provide the change in velocity (Delta V) needed to slow down from the approach hyperbolic trajectory to achieve the desired captured orbit around the target planet using aerodynamic forces of the vehicle (lift and drag). Using aerodynamic forces instead of fully-propulsive maneuvers results in significant savings in the fuel. Furthermore, aerocapture can also allow one to consider interplanetary trajectories with higher approach hyperbolic velocities, thus reducing the mission transit times. Aerocapture as an enabling technology: To use aerocapture as an enabling technology for the Uranus exploration mission, one would require an integrated system-level design, including a Thermal Protection System (TPS), hardware needed for aerodynamic modulation, and autonomous Guidance, Navigation, and Control (GNC) systems. Aerocapture has yet to be demonstrated, despite considering it for several past missions. Recent advancements in TPS and GNC capabilities show the potential for using rigid, heritage entry vehicle configurations already flown at other planetary bodies for Uranus aerocapture. Aerocapture can be a robust technology that can deliver spacecraft to Uranus science orbits while substantially increasing on-orbit payload mass (more than 40\%) that can enable robust atmospheric entry probes. Additionally, the aerocapture maneuver would reduce the interplanetary transit time by 2–5 years (15-30\%) relative to fully-propulsive orbit insertion. Recent work has shown that one can conduct a flagship-class mission in a shorter period than fully-propulsive missions if using aerocapture. What does aerocapture bring in for a Uranus Mission: Using aerocapture for a Uranus orbiter and atmospheric probe mission can provide one with considerable propellant savings. Spacecraft in interplanetary trajectories to Uranus typically need an Delta V in orders of kilometers per second to insert into science orbit. One would require thousands of kilograms of fuel to achieve such a Delta V using a traditional fully propulsive maneuver, leaving less mass for payload during the mission launch. Aerocapture can reduce the propulsion needs by dissipating energy in the sizable atmosphere of Uranus without a significant mass increase due to the need for an aeroshell. One can use the mass savings achieved using the aerocapture to reduce the launch vehicle requirements. In addition, one can also have additional science instruments on the orbiter or create a robust instrumentation suite on an atmospheric probe that can significantly increase the science outcome of the Uranus exploration mission. Furthermore, since aerocapture performance is relatively insensitive to increases in hyperbolic excess velocity, one can design the interplanetary trajectory to arrive at Uranus faster, reducing the interplanetary transit time and operations cost. All these savings, achieved using aerocapture, could help fit a larger class mission, such as the Uranus mission within a smaller capital, e.g., a Flagship-class orbiter mission in a New Frontiers class capital. Summary: This talk will provide an overview of how aerocapture can enable the Uranus exploration mission. Specifically, this talk will discuss the latest advancements made in the Uranus aerocapture study, such as investigating interplanetary trajectories with higher hyperbolic approach velocities and their implications on the aero heating and the TPS design, incorporating FNPAG (an advanced numerical-predictor guidance) and comparison of multiple navigation approaches. In addition, this talk will focus on mechanical design that can house more than one atmospheric probe and the six degrees of freedom simulation of aerocapture at Uranus. Findings from a recent NASA Space Technology Mission Directorate (STMD)-funded activity studying the aerocapture as an enabling technology for a Uranus orbiter will be presented. Using the science payload recommended by the Decadal Survey for Uranus exploration, this work shows many improvements over the baseline fully-propulsive mission. These improvements include a shorter cruise phase, flexibility in launch opportunities late into the 2030s while reaching Uranus before the 2050 equinox for the desired science opportunities, and lower propellant mass needs. This talk will highlight how aerocapture can be utilized for Uranus science orbit insertion using a lower-risk, heritage entry vehicle configuration used extensively as a Mars entry, descent, and landing vehicle. Furthermore, this talk will explore how the demonstration of aerocapture at Earth can benefit the aerocapture-enabled Uranus mission.

Aerocapture↗
NASA NTRS2000

Earth Return Aerocapture for the TransHab/Ellipsled Vehicle

The current architecture being considered by NASA for a human Mars mission involves the use of an aerocapture procedure at Mars arrival and possibly upon Earth return. This technique would be used to decelerate the vehicles and insert them into their desired target orbits, thereby eliminating the need for propulsive orbital insertions. The crew may make the interplanetary journey in a large, inflatable habitat known as the TransHab. It has been proposed that upon Earth return, this habitat be captured into orbit for use on subsequent missions. In this case, the TransHab would be complimented with an aeroshell, which would protect it from heating during the atmospheric entry and provide the vehicle with aerodynamic lift. The aeroshell has been dubbed the "Ellipsled" because of its characteristic shape. This paper reports the results of a preliminary study of the aerocapture of the TransHab/Ellipsled vehicle upon Earth return. Undershoot and overshoot boundaries have been determined for a range of entry velocities, and the effects of variations in the atmospheric density profile, the vehicle deceleration limit, the maximum vehicle roll rate, the target orbit, and the vehicle ballistic coefficient have been examined. A simple, 180 degree roll maneuver was implemented in the undershoot trajectories to target the desired 407 km circular Earth orbit. A three-roll sequence was developed to target not only a specific orbital energy, but also a particular inclination, thereby decreasing propulsive inclination changes and post-aerocapture delta-V requirements. Results show that the TransHab/Ellipsled vehicle has a nominal corridor width of at least 0.7 degrees for entry speeds up to 14.0 km/s. Most trajectories were simulated using continuum flow aerodynamics, but the impact of high-altitude viscous effects was evaluated and found to be minimal. In addition, entry corridor comparisons have been made between the TransHab/Ellipsled and a modified Apollo capsule which is also being considered as the crew return vehicle; because of its slightly higher lift-to-drag ratio, the TransHab has a modest advantage with regard to corridor width. Stagnation-point heating rates and integrated heat loads were determined for a range of vehicle ballistic coefficients and entry velocities.

Muth, W. D.↗
DOE OSTI2017

An Algorithm of an X-ray Hit Allocation to a Single Pixel in a Cluster and Its Test-Circuit Implementation

An on-chip implementable algorithm for allocation of an X-ray photon imprint, called a hit, to a single pixel in the presence of charge sharing in a highly segmented pixel detector is described. Its proof-of-principle implementation is also given supported by the results of tests using a highly collimated X-ray photon beam from a synchrotron source. The algorithm handles asynchronous arrivals of X-ray photons. Activation of groups of pixels, comparisons of peak amplitudes of pulses within an active neighborhood and finally latching of the results of these comparisons constitute the three procedural steps of the algorithm. A grouping of pixels to one virtual pixel, that recovers composite signals and event driven strobes, to control comparisons of fractional signals between neighboring pixels are the actuators of the algorithm. The circuitry necessary to implement the algorithm requires an extensive inter-pixel connection grid of analog and digital signals, that are exchanged between pixels. A test-circuit implementation of the algorithm was achieved with a small array of 32 × 32 pixels and the device was exposed to an 8 keV highly collimated to a diameter of 3-μm X-ray beam. Furthermore, the results of these tests are given in this paper assessing physical implementation of the algorithm.

47 OTHER INSTRUMENTATION↗
DOE OSTI2015

Investigations of Beam Dynamics Issues at Current and Future Hadron Accelerators (Final Report)

There is a synergy between the fields of Beam Dynamics (BD) in modern particle accelerators and Applied Mathematics (AMa). We have formulated significant problems in BD and have developed and applied tools within the contexts of dynamical systems, topological methods, numerical analysis and scientific computing, probability and stochastic processes, and mathematical statistics. We summarize the three main areas of our AMa work since 2011. First, we continued our study of Vlasov-Maxwell systems. Previously, we developed a state of the art algorithm and code (VM3@A) to calculate coherent synchrotron radiation in single pass systems. In this cycle we carefully analyzed the major expense, namely the integral-over-history (IOH), and developed two approaches to speed up integration. The first strategy uses a representation of the Bessel function J0 in terms of exponentials. The second relies on “local sequences” developed recently for radiation boundary conditions, which are used to reduce computational domains. Although motivated by practicality, both strategies involve interesting and rather deep analysis and approximation theory. As an alternative to VM3@A, we are integrating Maxwell’s equations by a time-stepping method, bypass- ing the IOH, using a Discontinuous Galerkin (DG) method. DG is a generalization of Finite Element and Finite Volume methods. It is spectrally convergent, unlike the commonly used Finite Difference methods, and can handle complicated vacuum chamber geometries. We have applied this in several contexts and have obtained very nice results including an explanation of an experiment at the Canadian Light Source, where the geometry is quite complex. Second, we continued our study of spin dynamics in storage rings. There is much current and proposed activity where spin polarized beams are being used in testing the Standard Model and its modifications. Our work has focused on invariant spin fields (ISFs) and amplitude dependent spin tunes (ADSTs), which are essential for estimating beam polarization. Several algorithms have been developed since the 1980s for computing the ISF, among them the Heinemann- Hoffstaetter method of stroboscopic averaging (SA) which is implemented in the code SPRINT. SA, which computes the ISF by using spin tracking data, can find the ISF to computer precision if it exists and thus can give evidence for existence of the ISF. Central to our work is resolving the ISF conjecture, which says that, off orbital resonance, an ISF exists. Thus Heinemann developed, in his 2010 PhD thesis, a new framework which unifies and generalizes the notions of ISF and ADST by using bundle theory. This lead to a long paper which was a major collaborative effort during the recent cycle. In a nutshell, our bundle approach elegantly unifies the dynamics of spin-1/2 and spin-1 particles, e.g., protons and deuterons. In fact it is well known that these two kinds of dynamics are driven by the same spin transfer matrix and in our approach one sees the deeper reason for this: the spin transfer matrix carries the natural dynamics of a principal bundle whereas the difference between the spin-1/2 and spin-1 dynamics lies in their different geometrical situation, i.e., different underlying associated bundles. Thus one arrives at new results for polarized beams, among them the Invariant Reduction Theorem (IRT) and the Cross Section Theorem (CST). The IRT gives a necessary and sufficient condition for the ISF to exist. The SA technique revealed, 20 years ago, that each ISF can be viewed as a complex agglomerate of spin tracking data. The bundle approach goes one step further by using the IRT and the CST to glue spin tracking data into agglomerates which are candidates for ISFs. We gain insight because the “good” agglomerates, in the presence of an ISF, are very different from the “bad” ones. Finally we mention that the bundle approach has analogies to the approach used in geometrical Yang-Mills theory. Third, we studied X-Ray Free Electron Lasers (FELs), which are electron accelerators producing coherent undulator radiation over a wide range of frequencies from microwaves to x-rays. The photon beams produced in FEL undulators are used to study material samples in biology, material science etc. We developed a mathematical analysis, based on the 6D Lorentz system, of energetic electrons moving through a planar undulator excited by a Maxwell traveling wave field of wavelength λ. Our Method of Averaging perturbation analysis yields non-resonant and near-to-resonant normal form approximations as a function of λ, which we present in two averaging theorems. We prove the theorems in detail, error bounds and giving a tutorial on mathematically rigorous perturbation theory in a context where proofs are easily understood. To our knowledge the planar problem has not been analyzed with the generality here nor has the standard FEL pendulum system, which appears on resonance, been derived with error bounds. In addition to the domains of validity of the normal forms we obtain new insights that require further study, including a more general low gain theory. With a firm foundation in the non-collective case above we are studying the 3D collective case from start up from noise to high gain and saturation. We have formulated the noise start up as a problem of going from the microscopic Klimontovich-Maxwell to the macroscopic Vlasov-Maxwell with a Vlasov correction term. In the 1D setting, we seek an alternative to the phenomenological Vlasov approach which models shot noise by a perturbation on an initial “smooth” density. The 1D wave equation with a Klimontovich source is often the starting point for the 1D FEL high gain theory. We have a new representation of solutions which may lead to new insights.

43 PARTICLE ACCELERATORS↗
NASA NTRSDate not supplied

The ARADS Project as an Astrobiological Survey Mission Prototype

An astrobiological survey prior to human arrival will be important for preservation of signs of any existing or past evidence of Martian life, to reduce the risk of unintentional forward contamination of Martian environments in which terrestrial microbes might be able to gain a foothold (e.g., [1]), and to potentially protect the health of any human crews and enable their safe return to Earth. Evaluating for the presence of life and biosignatures may become a critical-path Mars exploration precursor in the not-so-far future, circa 2030-35. The near-subsurface, with its potential combination of volatiles, vapor exchange with the surface, and shelter from surface radiation, will be a primary initial target for in-situ astrobiological investigation. Sample acquisition, drilling and sample handling are key elements of robotic missions that target the subsurface [2], as well as near-surface ground ice deposits. In the mid 2000s, the Mars Astrobiology Field Laboratory (AFL) was proposed as a follow-on mission concept to the Mars Science Laboratory (MSL)/Curiosity rover mission [3]. The AFL would have included precision drilling to 2m, automated sample handling and remote processing of cores. However, the AFL concept needed further development and maturation. The Atacama Rover Astrobiology Drilling Studies (ARADS) project concept [4] was in part AFL-inspired. The 2014 ARADS concept included a medium sized rover, with habitability instruments, including the Phoenix Wet Chemistry Laboratory (WCL) [5], and an enhanced version of the ExoMars Mars Organic Molecule Analyzer (MOMA) Laser Desorption-Linear Ion Trap Mass Spectrometer (LITMS) [6]. ARADS likewise included two biosignature detection instruments -- the Signs of Life Detector (SOLID) immunoassay instrument [7,8] and the Chemical Laptop-derived [9] Planetary In-Situ Capillary Electrophoresis System (PISCES), while mitigating Planetary Protection-relevant contamination issues [10]. ARADS project objectives were to demonstrate the potential science return for such a mission in the context of the search for evidence of life, and technically to demonstrate the feasibility of roving with drilling missions to Mars. ARADS technology goals targeted analog-site demonstrations of automated drilling and sampling, integrated with its mobile habitability and biosignature detection instruments. And ARADS science operations goals developed remote science, contamination mitigation, and communications methods to enable simulating AFL-like science operations with time delays, directed by a remote science team[11]. Five subsequent Mars analog site field demonstrations (in Chile’s hyperarid Atacama Desert, 2016-19) provided a step-by-step development pathway for the ARADS platform’s science capabilities and systems integration, culminating in an integrated remote roving mission simulation in the final ARADS year (2019).

biosignatures↗
DOE OSTI2026

Data Summarization and Inference at Scale

This is the final report for the DOE ASCR grant SC-0022260, Data Summarization and Inference at Scale, PI: Alex Pothen, Purdue University. The goal of the project was to solve data-intensive and compute-intensive problems in the physical sciences, engineering, information science, data science, etc. by designing and implementing new algorithms that could work with a subset of the data. The four subgoals were: (a) The solution of problems where the data is too large to be stored in the memory of a computer. In this streaming model of computation, the data arrives as a stream of elements to the computer, each element is processed as it arrives, and a decision is made to discard the data or to store it; only a small subset of the data proportional to the size of the output solution is stored, and when all the data has been streamed, a solution to the problem is computed from the stored subset. (b) The use of machine learning methods to compute solutions to data-intensive problems. The use of GPUs is critical to obtain high performance on machine learning tasks, but their memory sizes are smaller relative to that of CPUs. For large-scale problems, the data is sampled many times, and small samples are used with repetition, for robustness, to compute solutions to inference tasks. This sampling reduces the memory required to solve the problem, but attention is needed to avoid slow convergence to the solutions, and reduced accuracy of inference. We propose submodular optimization, Large Language Models, and physics-informed neural networks to enable GPU computations here. (c) Modeling and visualization of high-dimensional data using interpretable features. Clinical proteomic data sets from immunology for the detection of cancer and other diseases are temporal and high-dimensional, and algorithms for visualizing these data sets using clinically interpretable features are lacking. We propose methods that compute distances based on the optimal transportation problem and graph edit distances to address this problem. We also propose the use of optimal transport-based distances, spatial statistics, and network structure to classify image data sets, We apply these algorithms to electron micrographs of the peripheral nervous system in the digestive tract. (d) The design of data-intensive algorithms on emerging architectures, specifically, noisy, intermediate-scale quantum (NISQ) devices. Quantum computers offer the possibility of exploring large solution spaces due to the principle of superposition, but current quantum computers are limited by few qubits, short coherence times due to noise, poor interconections among the qubits, etc. We propose the use of the divide and conquer paradigm to solve large-scale problems, wherein collections of small subproblems are solved on the quantum devices, and the solutions to the subproblems are integrated into a solution for the original problem on a classical computer.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2012

THE M31 VELOCITY VECTOR. III. FUTURE MILKY WAY M31-M33 ORBITAL EVOLUTION, MERGING, AND FATE OF THE SUN

We study the future orbital evolution and merging of the Milky Way (MW)-M31-M33 system, using a combination of collisionless N-body simulations and semi-analytic orbit integrations. Monte Carlo simulations are used to explore the consequences of varying all relevant initial phase-space and mass parameters within their observational uncertainties. The observed M31 transverse velocity from Papers I and II implies that the MW and M31 will merge t = 5.86{sup +1.61}{sub -0.72} Gyr from now. The first pericenter occurs at t = 3.87{sup +0.42}{sub -0.32} Gyr, at a pericenter distance of r = 31.0{sup +38.0}{sub -19.8} kpc. In 41% of Monte Carlo orbits, M31 makes a direct hit with the MW, defined here as a first-pericenter distance less than 25 kpc. For the M31-M33 system, the first-pericenter time and distance are t = 0.85{sup +0.18}{sub -0.13} Gyr and r = 80.8{sup +42.2}{sub -31.7} kpc. By the time M31 gets to its first pericenter with the MW, M33 is close to its second pericenter with M31. For the MW-M33 system, the first-pericenter time and distance are t = 3.70{sup +0.74}{sub -0.46} Gyr and r = 176.0{sup +239.0}{sub -136.9} kpc. The most likely outcome is for the MW and M31 to merge first, with M33 settling onto an orbit around them that may decay toward a merger later. However, there is a 9% probability that M33 makes a direct hit with the MW at its first pericenter, before M31 gets to or collides with the MW. Also, there is a 7% probability that M33 gets ejected from the Local Group, temporarily or permanently. The radial mass profile of the MW-M31 merger remnant is significantly more extended than the original profiles of either the MW or M31, and suggests that the merger remnant will resemble an elliptical galaxy. The Sun will most likely ({approx}85% probability) end up at a larger radius from the center of the MW-M31 merger remnant than its current distance from the MW center, possibly further than 50 kpc ({approx}10% probability). There is a {approx}20% probability that the Sun will at some time in the next 10 Gyr find itself moving through M33 (within 10 kpc), but while dynamically still bound to the MW-M31 merger remnant. The arrival and possible collision of M31 (and possibly M33) with the MW is the next major cosmic event affecting the environment of our Sun and solar system that can be predicted with some certainty.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS2001

Twenty Years of Radiation Measurements in Low-Earth Orbit - What Have We Learned Space Radiation Environment?

The advent of the Space Shuttle program has made possible space radiation environment measurements spanning a wide range of altitudes and orbital inclinations over multiple solar cycles. These measurements range from routine integral dose measurements with thermoluminescent dosimeters to particle energy spectra measurements made with a charged particle telescope. This paper will review the new understanding about the space radiation environment gained from this diverse data set. Major findings from these measurements include: estimations of the westward drift rate of the South Atlantic Anomaly (SAA) of 0.28-0.49/y; evidence for a northward component to the SAA drift of 0.08-0.12/y; observation of the formation and decay of the pseudo-stable additional radiation belt following the Mar 1991 SPE and geomagnetic storm with an estimated decay e-folding time of 9-10 months; observation of a local geomagnetic east-west trapped proton exposure anisotropy with an estimated magnitude of 1.6-3.3; demonstration that the trapped proton exposure in low-Earth orbit (LEO) can be reasonably modeled as a power law function of atmospheric density in the SAA region, with best correlations obtained when the exospheric temperature saturates at 938-975 K; the actual solar cycle modulation of trapped proton exposure in LEO is less than predicted by the AP8 model; and the testing and validation of GCR flux models, radiation transport codes, and dynamic geomagnetic cutoff models. Long-term, time-resolved proportional counter measurements made aboard the Mir during the same period provides further demonstration of the solar cycle modulation of the trapped protons at low altitudes - the observed modulation is also well described as power law function of atmospheric density. These data and findings have helped to improve the overall accuracy of pre-mission crew exposure projections using various semi-empirical space environment models, radiation transport codes, and spacecraft radiation shielding models. During the rise phase of solar cycle 22 (1987-1991), the RMS error between preflight exposure projections and measured crew exposure was 73%. For the rise phase of cycle 23 (1997-2001), the preflight exposure projection RMS error has decreased to 23%. The launch and assembly of the Space Station has begun a new era of long-term LEO space environment monitoring. The radiation environment at the Space Station will be monitored with three external charged particle telescopes oriented in the velocity vector, anti-velocity vector, and zenith directions. Data from the telescopes will provide charge, mass, energy, and arrival direction for incident particles with energy to mass ratios of 13- 450 MeV/amu and Z of 1-24. The external environment data will be complimented by measurements from a portable charged particle telescope and proportional counter located inside the vehicle.

Golightly, Michael J.↗