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NASA NTRS2021

Aircraft System Noise of the NASA D8 Subsonic Transport Concept

A vehicle-level noise assessment has been performed for the NASA D8 (ND8) concept aircraft in the NASA Advanced Air Transport Technology Project portfolio. The NASA research-level Aircraft Noise Prediction Program was used to predict the noise from each source component on the ND8 to build up a noise estimate for the full aircraft. The propulsion airframe aeroacoustic effects of the ND8 (namely, boundary-layer ingestion, with its influence on fan noise; and the noise shielding, reflection, and diffraction mechanisms of the unconventional airframe) were empirically modeled using experimental data. Far-term noise reduction technology concepts were modeled and added to the noise prediction to evaluate the low-noise potential of the ND8 in the far-term timeframe. Results indicate that the increase in fan noise due to boundary-layer ingestion, as well as the lack of aft shielding, prevents the aircraft from approaching NASA’s noise goals for either the midterm or far term. The aircraft achieves margins to Stage 4 of only 9.4 and 17.3 effective perceived noise in decibels (EPNdB) in the midterm and far-term configurations, respectively, compared with goals of 32–42 EPNdB in the midterm and 42-52 EPNdB in the far term.

aircraft system noise↗

NASA NTRS2016

MarCO: Interplanetary Mission Development on a CubeSat Scale

Shortly after JPL’s Interior Exploration using Seismic Investigations, Geodesy and Heat Transport (InSight) mission launches, separates, and commences its cruise phase, two CubeSats will deploy from the launch vehicle’s upper stage and begin independent flight to Mars (Fig. 1). During InSight’s entry, descent, and landing (EDL) sequence, these twin Mars Cube One (MarCO) spacecraft will fly 3,500 km above the Martian surface, recording and relaying InSight UHF radio data to the Deep Space Network (DSN) on Earth1. MarCO is a twin CubeSat mission developed by the NASA Jet Propulsion Laboratory (JPL) to accompany the InSight (Interior Exploration using Seismic Investigations, Geodesy and Heat Transport) Mars mission lander. MarCO's primary mission objective is to launch with InSight and independently fly to Mars to serve as a communications relay during InSight's entry, descent, and landing (EDL) phase. MarCO represents a new type of deep space mission: CubeSats at Mars. Building on the development of JPL's first interplanetary CubeSat project, the Interplanetary Nano-Spacecraft Pathfinder in Relevant Environment (INSPIRE), MarCO further refined the approach to hardware, software, and ground architecture development to solve the challenges of quickly building low-budget spacecraft to fly to Mars. The greatest constraint, beyond others typical of CubeSat missions, was time. The duration between MarCO's conception to completion of spacecraft assembly was less than two years - an unprecedented schedule for any planetary mission to date. Through necessity, MarCO has built on previous experience, procedures, systems, and development methodologies, defining a new niche for supporting larger primary missions. The MarCO spacecraft are poised to write a new chapter in deep space exploration. Originally slated to launch and reach Mars in 2016, the InSight mission schedule subsequently slipped to 2018. During the original landing of InSight, Earth would not be in view, and no orbiter around Mars would have been in position to both receive UHF EDL data and simultaneously relay it back to Earth. It was from this obstacle that MarCO was conceived. Regardless of any changes to InSight’s 2018 EDL configuration geometry, MarCO is still expected to fly and serve in the same capacity as originally designed: the first CubeSat mission to Mars. CubeSats have historically been firmly in the domain of universities and small companies. As first conceived, they served as a platform upon which to teach all aspects of the space mission lifecycle. JPL took on this mission type with Interplanetary Nano-Spacecraft Pathfinder in Relevant Environment2 (INSPIRE), moving the concept into a new domain: deep space. Building from the INSPIRE platform and lessons learned, MarCO addressed new challenges in the domain of planetary missions: independent interplanetary flight and navigation, integration with a large-scale mission, long-distance and long-delay communication, short development time, and a small development team. Of these, the greatest constraint was schedule: only 18 months passed from conception of mission concept until delivery of fully assembled and tested flight hardware. Careful selection of mission team, along with extensive use of off-the-shelf equipment, and streamlining automated processes, was essential. This achievement represents the next step in the evolution of CubeSats beyond low-Earth orbit.

Werne, Thomas↗

NASA NTRS1984

The role of scientists in developing Hubble Space Telescope

The objective of the Hubble Space Telescope Program is to build and operate a high-performance, fully-instrumented and long-lived optical observatory in earth orbit. Key Program elements are (1) a logistic strategy of Shuttle launch/maintenance and TDRSS communications, (2) overall responsibility at the MSFC Project for developing both the flight and ground systems, and (3) scientific participation in ST development and responsibility after launch for conducting the observing program. The ST Project is a management structure with a budget and schedule for delivering an ST system capable of achieving its established scientific objectives. The Project distributes through contracts the responsibility for supplying particular components, but retains the responsibility for system-level integrity. Scientists have set the performance objectives and now support the Project during the development stage by providing (1) PI management of the five Science Instruments, (2) continuing translations of scientific requirements into engineering specifications, (3) oversight of designs and performance tests, and (4) specific expertise on technical concerns.

Brown, R. A.↗

NASA NTRS2002

Ice Shelves and Landfast Ice on the Antarctic Perimeter: Revised Scope of Work

Ice shelves respond quickly and profoundly to a warming climate. Within a decade after mean summertime temperature reaches approx. O C and persistent melt pending is observed, a rapid retreat and disintegration occurs. This link was documented for ice shelves in the Antarctic Peninsula region (the Larsen 'A', 'B' and Wilkins Ice shelves) by the results of a previous grant under ADRO-1. Modeling of ice flow and the effects of meltwater indicated that melt pending accelerates shelf breakup by increasing fracture penetration. SAR data supplemented an AVHRR- and SSM/I-based image analysis of extent and surface characteristic changes. This funded grant is a revised, scaled-down version of an earlier proposal under the ADRO-2 NRA. The overall objective remains the same: we propose to build on the previous study by examining other ice shelves of the Antarctic and incorporate an examination of the climate-related characteristics of landfast ice. The study now considers just a few shelf and fast ice areas for study, and is funded for two years. The study regions are the northeastern Ross Ice Shelf, the Larsen 'B' and 'C' shelves, fast ice and floating shelf ice in the Pine Island Glacier area, and fast ice along the Wilkes Land coast. Further, rather than investigating a host of shelf and fast ice processes, we will home in on developing a series of characteristics associated with climate change over shelf and fast ice areas. Melt pending and break-up are the end stages of a response to a warming climate that may begin with increased melt event frequency (which changes both albedo and emissivity temporarily), changing firn backscatter (due to percolation features), and possibly increased rifting of the shelf surface. Fast ice may show some of these same processes on a seasonal timescale, providing insight into shelf evolution.

Scambos, Ted↗

NASA NTRS2003

The Building Blocks of Materials: Gathering Knowledge at the Molecular Level

Two start-up positions were created within SD46 to pursue developments in the rapidly expanding areas of biomineralization and nano-technology. As envisioned by Dr. Sandor Lehoczy, the new laboratories to be developed must have the capacity to investigate not only processes associated with the self-assembly of molecules but also the examination of self-assembled structures. For these purposes, laboratories capable of performing the intended function, particularly light scattering spectroscopy and atomic force microscopy were created. What follows then are recent advances arising from the development of these new laboratories. With the implementation of the Atomic Force Microscopy Facility, examples of investigations that determine a correlation between the molecular structure of materials and their macroscopic physical properties are provided. In addition, examples of investigations with particular emphasis on the physical properties of protein crystals, at the molecular level, and subsequent macroscopic characteristics are as provided. Finally, progress in fabrication of technology at the nano-scale levels at the developmental stage is also presented.

Source record↗

DOE OSTI2025

Improved Charge Sensing on a SiMOS Double Quantum Dot using a Cryogenic Skipper Readout ASIC (Quandarum)

Major outstanding questions in high-energy physics such as the nature of dark matter and the existence of interactions beyond the standard model require new measurement techniques which are extremely sensitive to minute electromagnetic fields. An array of entangled spin qubits is a promising system for building novel detectors due to its combination of sensitivity and controllability. CMOS-based electron spin qubits, which have demonstrated the operational requirements for fault-tolerant quantum computing [1], offer a particular opportunity due to their compatibility with classical electronics, which allows the leveraging of decades of development of low-noise cryogenic detectors for physics. In this work, we combine a SiMOS double-quantum dot device architecture with a state-of-the-art cryoelectronic readout circuit [2-3] aimed to demonstrate improved charge readout using a single-electron transistor (SET). We identify the design characteristics for an SET that facilitate the use of on-chip classical electronics as a low-power, high-bandwidth first amplification stage and explore opportunities for sensor-readout co-design to minimize noise. This is the first of a series of steps to demonstrate high-fidelity readout of a large array of spin qubit with enough sensitivity to probe processes of interest for the investigation of beyond-standard-model physics.

Quinn, Adam [Fermilab]↗

DOE OSTI2020

Foundations of an Electric Mobility Strategy for the City of Mexicali

The Foundations of an Electric Mobility Strategy for the city of Mexicali aligns with numerous energy, environmental, and transport plans and will help Mexicali meet multiple related goals. Mexicali’s energy mix, with 28% renewables, already enables plugin electric vehicles (PEVs) to reduce the mass of greenhouse gases (GHGs) per km driven 2/3 below that of their conventional counterparts. This GHG benefit will increase should Mexicali take steps to further increase their share of renewables in their electricity supply. Beyond increasing renewables, Mexicali could possibly deploy PEVs so that electric load is added in the right location (depending on further analysis of substations and feeders) and at the right time (between 21:00 and 11:00) in order to minimize grid upgrade costs. There are a handful of charge timing control mechanisms –at various stages of development– that Mexicali could implement. Transport electrification can facilitate mass transit by powering buses, trains, and small vehicles that get people from their homes or work to the transit stations and vice versa. Mexicali could utilize fleets as early PEV adopters in order to gain acceptance and add electric vehicle supply equipment (EVSE). Recommended prioritization of different types of fleets are suggested in this report: transit buses, school buses, airport ground support equipment (GSE), refuse trucks, taxis, shuttle buses, campus vehicles, delivery trucks, utility trucks, and finally semitrailers. There are a handful of policy options that Mexicali could use to incentivize fleets to purchase PEVs, including mandates, economic incentives, energy performance contracts, waivers to access restrictions, electricity discounts, and EVSE requirements in building codes. Mexicali’s taxi fleet was an early adopter of PEVs and had experienced some challenges—mostly related to the insufficient range of the taxis due to hot weather. In this report, we strategize ways to extend the range of the current electric taxis, including ways to make charging more convenient to the drivers, and more suggestions for appropriate vehicles to purchase in the future. This report also includes the groundwork of geotracking Mexicali’s taxi fleet so that more detailed recommendations can be made in the future. Once fleets have increased PEV acceptance and EVSE installations, the market will be ready to expand to private vehicle owners. In order to do this, more EVSE needs to be installed in the right locations. This mobility strategy lays out general local areas where EVSE could be well utilized, based on traffic patterns, land use, and demographic data. Mexicali could approach businesses within these areas that would likely make suitable hosts, based on how well they can profit from the additional business that EVSE would bring. Mexicali could then adopt a series of purchase incentives (including sales tax waivers or access to high-occupancy vehicles [HOV] lanes) that would encourage private vehicle owners to purchase PEVs. Purchase incentives run the risk of creating equity issues, which can be countered by promoting electrification in mass transit, creating more HOV lanes that have PEV exemptions, and installing EVSEs in underserved communities. Private PEV ownership will require a set of experts that Mexicali can help train, including PEV repair technicians, EVSE installation electricians, and first responders.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2021

Dissipation in the magnetic turbulence of reversed field pinch plasmas

Reversed field pinch plasmas are subject to tearing instability that creates a broad spectrum of magnetic fluctuations. The dominant fluctuations have poloidal and toroidal mode numbers (m,n) = (1,6 - 10) and can grow to 2 - 3% of the mean magnetic field. Through non-linear coupling this growth culminates in a strong reconnection event and broadening of the magnetic spectrum extending to the ion gyroradius scale. Multiple developments occur during the reconnection stage: ions and electrons are energized, magnetic fluctuation amplitudes increase, plasma flow is halted, and the toroidal magnetic flux increases in a sawtooth-like fashion as the RFP dynamo becomes stronger. Magnetic fluctuations are measured in the plasma edge at multiple radial locations from r/a = 0.75 to 0.96 to assess and characterize the magnetic turbulence. The measured spectrum perpendicular to the mean field, S(k ⊥ ), can be fit to a model spectrum consisting of power law and exponential component with one free parameter that characterizes dissipation. The measured dissipation is much larger than estimated from classical viscous or resistive dissipation, but it is consistent with a flow damping measurement of anomalous viscosity. The measurements show an evolution of the spectrum during which fluctuation power builds up in the smallest wavenumbers and cascades to the larger wavenumber due to the non-linear coupling between the linear (m,n) = (1, > 6) and the non-linear (m,n) = (0, 1) tearing mo

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS1999

Application of Single Crystal Failure Criteria: Theory and Turbine Blade Case Study

The orientation of the single crystal material within a structural component is known to affect the strength and life of the part. The first stage blade of the High Pressure Fuel Turbopump (HPFTP)/ Alternative Turbopump Development (ATD), of the Space Shuttle Main Engine (SSME) was used to study the effects of secondary axis'orientation angles on the failure rate of the blade. A new failure criterion was developed based on normal and shear strains on the primary crystallographic planes. The criterion was verified using low cycle fatigue (LCF) specimen data and a finite element model of the test specimens. The criterion was then used to study ATD/HPFTP first stage blade failure events. A detailed ANSYS finite element model of the blade was used to calculate the failure parameter for the different crystallographic orientations. A total of 297 cases were run to cover a wide range of acceptable orientations within the blade. Those orientations are related to the base crystallographic coordinate system that was created in the ANSYS finite element model. Contour plots of the criterion as a function of orientation for the blade tip and attachment were obtained. Results of the analysis revealed a 40% increase in the failure parameter due to changing of the primary and secondary axes of material orientations. A comparison between failure criterion predictions and actual engine test data was then conducted. The engine test data comes from two ATD/HPFTP builds (units F3- 4B and F6-5D), which were ground tested on the SSME at the Stennis Space Center in Mississippi. Both units experienced cracking of the airfoil tips in multiple blades, but only a few cracks grew all the way across the wall of the hollow core airfoil.

Sayyah, Tarek↗

NASA NTRS2000

Chandra X-Ray Observatory Pointing Control System Performance During Transfer Orbit and Initial On-Orbit Operations

The Chandra X-ray Observatory (CXO, formerly AXAF) is the third of the four NASA great observatories. It was launched from Kennedy Space Flight Center on 23 July 1999 aboard the Space Shuttle Columbia and was successfully inserted in a 330 x 72,000 km orbit by the Inertial Upper Stage (IUS). Through a series of five Integral Propulsion System burns, CXO was placed in a 10,000 x 139,000 km orbit. After initial on-orbit checkout, Chandra's first light images were unveiled to the public on 26 August, 1999. The CXO Pointing Control and Aspect Determination (PCAD) subsystem is designed to perform attitude control and determination functions in support of transfer orbit operations and on-orbit science mission. After a brief description of the PCAD subsystem, the paper highlights the PCAD activities during the transfer orbit and initial on-orbit operations. These activities include: CXO/IUS separation, attitude and gyro bias estimation with earth sensor and sun sensor, attitude control and disturbance torque estimation for delta-v burns, momentum build-up due to gravity gradient and solar pressure, momentum unloading with thrusters, attitude initialization with star measurements, gyro alignment calibration, maneuvering and transition to normal pointing, and PCAD pointing and stability performance.

Quast, Peter↗

DOE OSTI2021

Transportation Hub Infrastructure Expansion: Decision Support Under Uncertainty

The Athena project (www.athena-mobility.org) has worked to investigate the relationship between the Dallas-Fort Worth Airport (DFW) and the greater Dallas area in order to better understand and therefore better inform future decision-making regarding the critical infrastructure that influence mobility between the airport and the city. Through this work, infrastructure related to curbside pickup and drop-off, parking, public transit, and the road network congestion were identified as critical to the operation of the DFW transportation hub. The infrastructure analysis and expansion aspect of the Athena project is focused on the restructuring of the CTA curb as a hierarchical curb and the building or repurposing of parking infrastructure as the interplay between these two areas. Many sources of uncertainty exist that may impact future airport and transportation hub operations, such as passenger volume growth, population demographic changes over time, electric vehicle (EV) adoption rates, and autonomous vehicle (AV) adoption rates. Due to these sources of uncertainty, we have selected for our research a modeling framework that can capture various types of uncertainty and hedge against those uncertainties in the optimization process. We analyze road network and curb congestion, the rise of transportation networking companies, trends in parking usage, existing policies around this infrastructure, airport revenue streams, and other contributing factors to enable infrastructure decision making with less uncertainty. To accomplish this wholistic analysis, we have developed a novel multi-stage, multi-period stochastic optimization model which considers the airport's decisions from 2025-2045 under different possible future macro trajectories and day-to-day variations in operational conditions captured as "annual representation of operations" scenarios with respective probabilities. This model has also been designed to leverage the outputs of various efforts under the Athena project to create a combined decision framework for infrastructure decisions. These various efforts include the route optimization model, the ASPIRES simulation, the mode choice model, and the SUMO traffic simulation. Our computational experiments of this system at scale have resulted in a working version of our infrastructure model which enables the explicit representation and consideration of various sources of uncertainty in the decision process to enable robust, flexible decision-making. This model has been effectively run on NREL's HPC system, Eagle, with large numbers of stochastic scenarios and shows promise as a scalable tool for robust consideration of uncertainties in airport planning. We have tested our model using 30,240 operational circumstances in total, resulting in a problem with more 200 million variables. This model was solved in several different configurations, and a workflow to simulate the performance of the infrastructure model results was developed and deployed. In general, our results indicate that a combination of remote parking, remote curb infrastructure, and dynamic pricing can generate revenue, reduce emissions, accommodate emerging technologies such as AVs and EVs, and manage airport passenger growth over time. We note the success of the proposed strategy depends on the data collection and forecasting abilities of DFW. We have also seen that the AV adoption by TNCs might necessitate larger amounts of remote curb. The results of this work inform strategies for airport infrastructure decision making, as well as demonstrate the value of an adaptable model, but also indicate that there are avenues remaining where further research would be of value.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS1989

Electrochemical incineration of wastes

The disposal of domestic organic waste in its raw state is a matter of increasing public concern. Earlier, it was regarded as permissible to reject wastes into the apparently infinite sink of the sea but, during the last 20 years, it has become clear that this is environmentally unacceptable. On the other hand, sewage farms and drainage systems for cities and for new housing developments are cumbersome and expensive to build and operate. New technology whereby waste is converted to acceptable chemicals and pollution-free gases at site is desirable. The problems posed by wastes are particularly demanding in space vehicles where it is desirable to utilize treatments that will convert wastes into chemicals that can be recycled. In this situation, the combustion of waste is undesirable due to the inevitable presence of oxides of nitrogen and carbon monoxide in the effluent gases. Here, in particular, electrochemical techniques offer several advantages including the low temperatures which may be used and the absence of any NO and CO in the evolved gases. Work done in this area was restricted to technological papers, and the present report is an attempt to give a more fundamental basis to the early stages of a potentially valuable technology.

Kaba, L.↗

NASA NTRS2019

Space Launch System Booster Separation Supersonic Powered Testing with Surface and Off-Body Measurements

A wind tunnel test was run in the NASA Langley Unitary Plan Wind Tunnel simulating the separation of the two solid rocket boosters (SRB) from the core stage of the NASA Space Launch System (SLS). The test was run on a 0.9% scale model of the SLS Block 1B Cargo (27005) configuration and the SLS Block 1B Crew (28005) configuration at a Mach of 4.0. High pressure air was used to simulate plumes from the booster separation motors located at the nose and aft skirt of the two boosters. Force and moment data were taken on both SRBs and on the core stage. Schlieren still photos and video were recorded throughout testing. A set of points were acquired using Cross-correlation Doppler Global Velocimetry (CCDGV) readings to get 3 component velocity measurements between the core and the left-hand SRB. The CCDGV laser was utilized to record flow visualization in the same location, between the core and the left-hand SRB. Pressure Sensitive Paint data were taken on a separate set of runs. Computational Fluid Dynamics (CFD) runs were computed on a subset of the wind tunnel data points for comparison. A combination of the force/moment, CCDGV and Pressure Sensitive Paint (PSP) data (as well as schlieren images) at the CFD-specified test conditions will be used te the CFD simulations that will be used to build an SLS booster separation database flight conditions.

Winski, Courtney S.↗

NASA NTRSDate not supplied

Space Launch System Booster Separation Supersonic Powered Testing with Surface and Off-body Measurements

A wind tunnel test was run in the NASA Langley Unitary Plan Wind Tunnel simulating the separation of the two solid rocket boosters (SRB) from the core stage of the NASA Space LaunchSystem (SLS). The test was run on a 0.9% scale model of the SLS Block 1B Cargo (27005) configuration and the SLS Block 1B Crew (28005) configuration at a Mach of 4.0. The SRBs weremounted separately from the core, and could be pitched, yawed, and translated in the X, Y, andZ directions relative to the core. High pressure air was used to simulate plumes from the booster separation motors located at the nose and aft skirt of the two boosters. Force and moment data were taken on both SRBs and on the core stage. Schlieren still photos and video were recorded throughout testing. A set of points were acquired using Cross-correlation Doppler Global Velocimetry (CCDGV) readings to get 3 component velocity measurements between the core and the left-hand SRB. The CCDGV laser was utilized to record flow visualization in the same location, between the core and the left-hand SRB. Pressure Sensitive Paint (PSP) data were taken on a separate set of runs. Computational Fluid Dynamics (CFD) runs were computed on a subset of the wind tunnel data points for comparison. A combinationof the force and moment, CCDGV, and PSP data (as well as schlieren images) at the CFD-specified test conditions will be used to validate the CFD simulations that will be used to build an SLS booster separation database at flight conditions.

SLS↗

DOE OSTI2023

Building a Computational and Experimental Rapid Response Pipeline to Counter the Coronavirus Disease 2019 Outbreak and Emerging Biothreats

The LDRD ER “Building a Computational and Experimental Rapid Response Pipeline to Counter the Coronavirus Disease 2019 Outbreak and Emerging Biothreats” was conceived to address a need for rapid, scalable, evaluation of computationally designed therapeutic or prophylactic antibodies and vaccine antigens, two important classes of protein medical countermeasure (MCM). This was done in complement to a computationally driven LDRD 20ERD032 “Active Learning for Rapid Design of Vaccines and Antibodies.” Natural antibodies and antigens are often insufficiently broad or robust across different pathogens and their variants. Leveraging a collaboration of simulation driven machine learning, structural expertise, and high-throughput characterization of candidate antibodies, we successfully re-targeted three different anti-SARS-CoV-1 antibodies to neutralize SARS-CoV-2 in vitro. Our antibody design work reached its most important stage in rapid response to the emergence of the Omicron variant of concern (VOC) in late 2021. In a matter of weeks, we computationally designed derivative antibodies of COV2-2130, one of two antibodies from Vanderbilt that form the basis of the AstraZeneca Evusheld prophylactic drug product. This drug product suffers a serious loss of efficacy against Omicron BA.1 and BA.1.1, the first Omicron strains. Our designs were successful, including a pair of designs which provide potent neutralization of not only Omicron BA.1 and BA.1.1, but also the earlier Delta variant, and subsequent Omicron strains including BA.2, BA.4, BA.5, and BA.2.75, demonstrating that our multi-target design process can, by its nature, produce robust antibody designs that strictly improve over the parental antibody. These results, recognized by a 2022 Director’s Science and Technology award, have enabled the follow-on GUIDE program, to commence in FY23.

59 BASIC BIOLOGICAL SCIENCES↗

NASA NTRS2011

Large Payload Transportation and Test Considerations

Ironically, the limiting factor to a national heavy lift strategy may not be the rocket technology needed to throw a heavy payload, but rather the terrestrial infrastructure - roads, bridges, airframes, and buildings - necessary to transport, acceptance test, and process large spacecraft. Failure to carefully consider how large spacecraft are designed, and where they are manufactured, tested, or launched, could result in unforeseen cost to modify/develop infrastructure, or incur additional risk due to increased handling or elimination of key verifications. During test and verification planning for the Altair project, a number of transportation and test issues related to the large payload diameter were identified. Although the entire Constellation Program - including Altair - was canceled in the 2011 NASA budget, issues identified by the Altair project serve as important lessons learned for future payloads that may be developed to support national "heavy lift" strategies. A feasibility study performed by the Constellation Ground Operations (CxGO) project found that neither the Altair Ascent nor Descent Stage would fit inside available transportation aircraft. Ground transportation of a payload this large over extended distances is generally not permitted by most states, so overland transportation alone would not have been an option. Limited ground transportation to the nearest waterway may be permitted, but water transportation could take as long as 66 days per production unit, depending on point of origin and acceptance test facility; transportation from the western United States would require transit through the Panama Canal to access the Kennedy Space Center launch site. Large payloads also pose acceptance test and ground processing challenges. Although propulsion, mechanical vibration, and reverberant acoustic test facilities at NASA s Plum Brook Station have been designed to accommodate large spacecraft, special handling and test work-arounds may be necessary, which could increase cost, schedule, and technical risk. Once at the launch site, there are no facilities currently capable of accommodating the combination of large payload size and hazardous processing (which includes hypergolic fuels, pyrotechnic devices, and high pressure gasses).

Rucker, Michelle A.↗

DOE OSTI2024

Development and Testing of an Advanced Cascaded Thermoelectric Residential Heat Pump

Electricity-driven heat pumps using vapor compression cycle are an energy-efficient solution to replace fossil fuel burning and reduce greenhouse gas emissions for space heating in residential buildings. However, heating capacity and Coefficient of Performance (COP) of heat pumps degrade significantly with increasing temperature difference between ambient and indoor environments. Residents and building owners are hence reluctant to fully embrace electric heat pumps. The use of conventional all-electric heat pumps also causes concern for electric utilities due to an increased winter peak demand arising from the use of supplemental electric resistance heaters. Our research is an attempt to alleviate these concerns by designing and laboratory testing a thermoelectric (TE) heat pump cascaded with a vapor compression cycle to enhance heating capacity and COP. TE modules increase the subcooling in the refrigerant liquid of the vapor compression cycle to enlarge the evaporating capacity and works at an efficiency greater than a conventional electric resistance strip. This results in a simple, affordable, efficient and highly controllable solution to adequately meet space heating needs in dwellings. The laboratory testing of the 3-stage cascaded TE heat pump performed in this research has exhibited a higher heating capacity by above 15%, while maintaining a heating COP of 2.0-3.6 in the ambient temperature range of -18˚C to 8˚C (0˚F to 47 ˚F), which represents more than 60% of winter temperatures observed in US. If successfully commercialized, this technology can advance space-heating electrification by overcoming consumer cost barrier of heat pumps.

Shen, Bo↗

DOE OSTI2025

Experimental test of model predictive control in a variable air volume system

Model predictive control (MPC) has been widely studied as a promising approach for improving energy efficiency and operational flexibility in buildings, yet its real-world performance for commercial variable air volume (VAV) systems remains insufficiently characterized. In particular, the impacts of model mismatch on control robustness, real-time computational burden, and device-level operation are rarely evaluated using long-term field data. Here, this study presents a comprehensive experimental evaluation of MPC applied to a full-scale VAV system in Oak Ridge National Laboratory’s Flexible Research Platform-2 building with constant cooling/heating temperature setpoints and no occupancy. The study offers three key advantages over existing work: (1) it uses a representative building in a full-scale experimental test, capturing realistic system dynamics and complexity; (2) it evaluates a relatively sophisticated MPC formulation using two different optimization solvers (Gurobi and PSO), fully accounting for computational complexity and methodological diversity; and (3) it systematically assesses potential negative impacts on various building devices, benchmark against a well-established baseline, ASHRAE Guideline 36 (G36). To isolate zone- and air-handling-unit–level supervisory control effects, the supply fan was operated with a fixed static pressure setpoint under all strategies, and the trim-and-response static pressure reset in G36 was not enabled. Results show that MPC maintained thermal comfort while improving energy efficiency. Abrupt solar radiation variations degraded performance. Computation times ranged from ∼1 s (Gurobi) to ∼ 70 s (PSO). Compared with G36, MPC achieves 33% energy savings and reduces median reheat coil output by approximately a factor of 5–10 for a representative cooling day under matched weather conditions. However, it increases the maximum discomfort deviation from 0.5 to 1°C and results in a 32% increase in staging frequency. In addition, PSO-based MPC introduced damper oscillations, also affecting actuator longevity.

ASHRAE guideline 36↗