Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Early Test”

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

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Simulation Based Studies of Low Latency Teleoperations for NASA Exploration Missions

Human exploration of Mars will involve both crewed and robotic systems. Many mission concepts involve the deployment and assembly of mission support assets prior to crew arrival on the surface. Some of these deployment and assembly activities will be performed autonomously while others will be performed using teleoperations. However, significant communications latencies between the Earth and Mars make teleoperations challenging. Alternatively, low latency teleoperations are possible from locations in Mars orbit like Mars' moons Phobos and Deimos. To explore these latency opportunities, NASA is conducting a series of studies to investigate the effects of latency on telerobotic deployment and assembly activities. These studies are being conducted in laboratory environments at NASA's Johnson Space Center (JSC), the Human Exploration Research Analog (HERA) at JSC and the NASA Extreme Environment Mission Operations (NEEMO) underwater habitat off the coast of Florida. The studies involve two human-in-the-loop interactive simulations developed by the NASA Exploration Systems Simulations (NExSyS) team at JSC. The first simulation investigates manipulation related activities while the second simulation investigates mobility related activities. The first simulation provides a simple real-time operator interface with displays and controls for a simulated 6 degree of freedom end effector. The initial version of the simulation uses a simple control mode to decouple the robotic kinematic constraints and a communications delay to model latency effects. This provides the basis for early testing with more detailed manipulation simulations planned for the future. Subjects are tested using five operating latencies that represent teleoperation conditions from local surface operations to orbital operations at Phobos, Deimos and ultimately high Martian orbit. Subject performance is measured and correlated with three distance-to-target zones of interest. Each zone represents a target distance ranging from beyond 10m in Zone 1, through 1 cm to contact in Zone 5 with a step size factor of 10. Collected data consists of both objective simulation data (time, distance, hand controller inputs, velocity) and subjective questionnaire data. The second simulation provides a simple real-time operator interface with displays and control of a simulated surface rover. The rover traverses a synthetic Mars-like terrain and must be maneuvered to avoid obstacles while progressing to its destination. Like the manipulator simulation, subjects are tested using five operating latencies that represent teleoperation conditions from local surface operations to orbital operations at Phobos, Deimos and ultimately high Martian orbit. The rover is also operated at three different traverse speeds to assess the correlation between latency and speed. Collected data consisted of both objective simulation data (time, distance, hand controller inputs, braking) and subjective questionnaire data. These studies are exploring relationships between task complexity, operating speeds, operator efficiencies, and communications latencies for low latency teleoperations in support of human planetary exploration. This paper presents early results from these studies along with the current observations and conclusions. These and planned future studies will help to inform NASA on the potential for low latency teleoperations to support human exploration of Mars and inform the design of robotic systems and exploration missions.

Gernhardt, Michael L.↗
NASA NTRS2013

VEG-01: Veggie Hardware Verification Testing

The Veggie plant/vegetable production system is scheduled to fly on ISS at the end of2013. Since much of the technology associated with Veggie has not been previously tested in microgravity, a hardware validation flight was initiated. This test will allow data to be collected about Veggie hardware functionality on ISS, allow crew interactions to be vetted for future improvements, validate the ability of the hardware to grow and sustain plants, and collect data that will be helpful to future Veggie investigators as they develop their payloads. Additionally, food safety data on the lettuce plants grown will be collected to help support the development of a pathway for the crew to safely consume produce grown on orbit. Significant background research has been performed on the Veggie plant growth system, with early tests focusing on the development of the rooting pillow concept, and the selection of fertilizer, rooting medium and plant species. More recent testing has been conducted to integrate the pillow concept into the Veggie hardware and to ensure that adequate water is provided throughout the growth cycle. Seed sanitation protocols have been established for flight, and hardware sanitation between experiments has been studied. Methods for shipping and storage of rooting pillows and the development of crew procedures and crew training videos for plant activities on-orbit have been established. Science verification testing was conducted and lettuce plants were successfully grown in prototype Veggie hardware, microbial samples were taken, plant were harvested, frozen, stored and later analyzed for microbial growth, nutrients, and A TP levels. An additional verification test, prior to the final payload verification testing, is desired to demonstrate similar growth in the flight hardware and also to test a second set of pillows containing zinnia seeds. Issues with root mat water supply are being resolved, with final testing and flight scheduled for later in 2013.

Massa, Gioia↗
NASA NTRS1975

Advanced Low NO Sub X Combustors for Supersonic High-Altitude Aircraft Gas Turbines

A test rig program was conducted with the objective of evaluating and minimizing the exhaust emissions, in particular NO sub x, of three advanced aircraft combustor concepts at a simulated, high altitude cruise condition. The three combustor designs, all members of the lean reaction, premixed family, are the Jet Induced Circulation (JIC) combustor, the Vortex Air Blast (VAB) combustor, and a catalytic combustor. They were rig tested in the form of reverse flow can combustors in the 0.127 m. (5.0 in.) size range. Various configuration modifications were applied to each of the initial JIC and VAB combustor model designs in an effort to reduce the emissions levels. The VAB combustor demonstrated a NO sub x level of 1.1 gm NO2/kg fuel with essentially 100% combustion efficiency at the simulated cruise combustor condition of 50.7 N/sq cm (5 atm), 833 K (1500 R) inlet pressure and temperature respectively and 1778 K (3200 R) outlet temperature on Jet-A1 fuel. Early tests on the catalytic combustor were unsuccessful due to a catalyst deposition problem and were discontinued in favor of the JIC and VAB tests. In addition emissions data were obtained on the JIC and VAB combustors at low combustor inlet pressure and temperatures that indicate the potential performance at engine off-design conditions.

Roberts, P. B.↗
NASA NTRSDate not supplied

Lightning Protection System

A new Lightning Protection System (LPS) was designed and built at Launch Complex 39B (LC-39B), at the Kennedy Space Center (KSC), Florida, in 2009, for NASA’s Space Launch System (SLS) program. A comprehensive lightning monitoring system was additionally designed and the LC-39B lightning instrumentation started incremental deployment early 2011. By March 2011, the LC-39B lightning monitoring system was activated with short outages during construction and renovations of the LC-39B. Since 2011, the LC-39B LPS has been directly struck at least once per year. The earliest and latest in a year that the LPS has been directly struck by lightning has been January 7th and October 1st (both 2017), respectively. During the summer of 2018, the Mobile Launcher 1 (ML-1) lightning monitoring system was deployed and partially active during ML-1 construction/testing. Since 2018, the ML-1 has been parked at the LC-39B for different durations of time for integrated testing. Early August 2019 (6th and 9th ) multiple lightning strikes terminated directly on the LPS at three different locations in addition to a nearby strike within the Pad perimeter and multiple nearby strikes outside the Pad Perimeter, triggering both, the LC-39B and the ML-1 lightning monitoring systems. This has been the first time direct lightning strikes have terminated on the LPS or within the LC-39B perimeter while the ML-1 has been at the LC-39B. This paper summarizes direct and close nearby lightning strikes to LC-39B from 2011 until the summer of 2019.

Angel G Mata↗
DOE OSTI2019

Preliminary Collab Fracture Characterization Results from Flow and Tracer Testing Efforts

The EGS Collab project is developing ~10-20 m-scale field sites where fracture stimulation and flow models can be validated against controlled, small-scale, in-situ experiments. The first multi-well experimental site was established at the 4850 level in the Homestake Mine, where hydraulic fractures were created at an injection well drilled sub-horizontal from the drift. Ten tracer tests were conducted to characterize fracture flow pathways during the second hydraulic characterization test for 164’ Notch (October 24th to November 14th, 2018) during steady state injection of 400 ml/min at the injection well. Injected tracers include DNA, C-dots (fluorescein nano particles), fluorescein, rhodamine-b, sodium chloride, lithium bromide and cesium iodine. The tracers have been detected in three flowing wells located about 7.5 to 9 meters away from the injection interval. The tracer breakthrough curves from these locations have been adjusted to account for the residence time in the injection and production tubing. At the time of writing this paper, only the fluorescent C-dots, rhodamine-b and chloride have been analyzed for concentration vs time/volume at the production wells. Results from early testing have been re-analyzed as to the; amount and location of injected water recovery and the mass of tracer recovered.

15 GEOTHERMAL ENERGY↗
NASA NTRS1988

Lab tests of a thermomechanical pump for shoot

Laboratory tests of a thermomechanical (TM) pump utilizing a commercially available porous disk have been conducted. Various size disks, heater configurations, and outlet flow impedances have been used to characterize scale models of the pump proposed for the Superfluid Helium On-Orbit Transfer (SHOOT) Flight Experiment. The results yield the scalability of the TM pump to larger diameters, and hence larger pumping rates, the dependence of flow rate on back pressure and heater power, and the limits of pumping speed due to internal losses within the porous disk due to mutual and superfluid friction. Analysis indicates that for low back pressures the flow rate is limited by the superfluid friction rather than the mutual friction. For the porous plug used in the early tests this amounts to a practical limit of 4.4 liters per hour per square centimeter. For a baselined flight plug area of 180 sq cm this yields 790 liters per hour.

Dipirro, Michael J.↗
DOE OSTI2018

Beyond Widgets: Validated Systems Energy Savings and Utility Custom Incentive Program Systems Trends

Energy efficiency upgrades to buildings to date through avenues such as utility incentive programs have been largely limited to component-based products (e.g., lamps, RTUs). While some utilities do provide ‘custom’ incentive programs with whole building and system level technical assistance, these programs require deeper levels of analysis, resulting in higher program costs. This results in custom programs being restricted to utilities with greater resources, and are typically applied mainly to large or energy-intensive facilities, leaving much of the market without cost effective access and incentives for these solutions. In addition, with increasingly stringent energy codes, cost effective component-based solutions that achieve significant savings are dwindling. Integrated building systems (e.g., integrated façade, HVAC and/or lighting solutions) can deliver higher savings (Regnier et al. 2017) that translate into large sector-wide savings if deployed at the scale of these programs. However, systems application poses a number of challenges – energy savings assessments are inherently more complex and are not easily suited to the deemed measure model, and implementation of systems can be more disruptive. This paper presents the outcomes of a project to develop validated utility incentive program packages for three specific integrated building systems, in collaboration with ComEd, a consortium of California Public Owned Utilities (CA POUs) (Northern California Power Agency(NCPA) and the Southern California Public Power Authority(SCPPA)), and Xcel Energy (CO, MN). Previous work described the potential for energy savings of these systems at the individual and market level, early test findings for the task-ambient lighting system, and described the work products to develop utility incentive programs (Regnier et al. 2016). This paper presents validated end use energy savings of all three systems showing energy savings of ~20% for automated shading combined with daylight dimming (does not include light fixture retrofit savings); 30-46% for task-ambient lighting systems combined with plug load occupancy controls, depending on technology package and office building size (no daylight dimming impacts); and ~94% in the south-façade daylit zone for workstation specific lighting systems with daylight dimming (including lighting retrofit and task tuning). Using a U.S. Department of Energy (DOE) reference building model (DOE 2018), this translates to whole building savings of 2-5% (large-medium commercial), 12-23% (large-small commercial), and 13-15% (medium-large commercial) for these systems respectively. Early findings from the utilities in deploying these systems through their incentive programs indicate that deployment methods such as direct install programs might be best suited for these integrated systems. Further, early findings from a scoping study across custom utility programs and federal retrofit programs indicate that component level retrofits are still prevalent even in these programs, pointing towards an opportunity for deeper energy savings deployment. High performance retrofit case studies demonstrate that deeper energy savings is possible through integrated approaches. Market stakeholder interviews indicate however that there is generally a low level of awareness of the potential for energy savings of these three integrated systems.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2019

High Quantum Efficiency Uni-Traveling-Carrier Photodiode for Optical to Microwave Transduction

Modern Quantum Information Systems (QIS) employ optical photons for long distance communication, operating at ambient temperature, between microwave cavities, which house microwave photons used in quantum computing and microwave detection. These optical photons, carried by fiber-optic or free-space links, offer a low-cost, uncooled alternative to bulky, expensive microwave coaxial cables, which are lossy, susceptible to EMI, and a significant thermal conductor to the outside ambient environment. To convert between these two types of photons and implement these optical interconnects, it is necessary to develop a high-performance photodetector for optical to microwave transduction. Freedom Photonics and the University of Virginia have a well-established partnership in developing high-performance photodiodes. In this Phase I effort, we collaborated in designing, fabricating, and testing an advanced, high-speed, high quantum efficiency prototype photodiode for transduction from optical to microwave frequencies. These devices have applications not only in quantum computing and axion detection, but also in other optical-cryogenic interconnect applications, in fields such as radio astronomy and quantum cryptography, as well as in quantum metrology and plasmonics. During this Phase I DOE program, we designed, fabricated, and tested prototype PIN GaAs photodiodes which targeted the performance parameters defined by the program. This process involved identifying a new target wavelength, different from that proposed initially, based on conversations with the Oak Ridge National Lab customer. We designed an epitaxial stack, optimized in theory for ≥95% quantum efficiency at 795 nm, ≥5 GHz, per the target objectives of the program. Additionally, we designed a fabrication process and associated mask plates for top-illuminated, AR-coated devices with device diameters ranging from 50 µm to 800 µm. Using these, we fabricated two 3” wafer quarters of devices, and characterized the devices’ dark current, quantum efficiency, and bandwidth for various device diameters. The prototype devices achieved a quantum efficiency of 89% at the target 795 nm detection wavelength. The bandwidth of the devices proved tricky to characterize, but a 50 µm diameter device shows a 3-dB bandwidth of at least 1.6 GHz, possibly a full 5 GHz, depending on the measurement setup. In the future, we plan to characterize the bandwidth of these devices using an impulse response measurement. All tasks for the Phase I were successfully completed, and sample prototype devices were provided to Oak Ridge National Lab Quantum Information Science researchers. The work performed in Phase I has established a strong foundation for future design and fabrication cycles in Phase II, if granted. The early tests at Oak Ridge National Labs will provide guidance for the required photodiode performance in devices to be supplied in Phase II.

42 ENGINEERING↗
NASA NTRS1974

Recent wake turbulence flight test programs

In early flight tests the size and intensity of the wake vortexes generated by aircraft ranging in size from the Learjet to the C-5A and the B-747 were studied to determine the effects of aircraft configuration, weight, and speed. Early problems were related to vortex marking, the measurement of separation distance, and test techniques. Recent tests conducted with B-747 showed that vortexes were alleviated by reducing the deflection of the outboard flaps. It was found that a more rapid dissipation of the vortex system can be obtained through alterations in the span lift distribution.

Tymczyszyn, J. J.↗
NASA NTRS2021

NASA Electric Vertical Takeoff and Landing (eVTOL) Aircraft Technology for Public Services – A White Paper

History has shown that our personal life is highly dependent on the technology that people have developed. A strategic scan of the aerospace environment at the beginning of the 21st century strongly suggests that the world might be approaching a new age of airpower—the era of electrified/hybrid aircraft propulsion. Undeniably, starting from the Montgolfier Brothers balloon flight in 1783, to the Wright Brothers piston engine flight in 1903, and the jet engine of the 1960s, or the space age of today, one can say that leaps in propulsion technology have marked the different ages of human flight. The technological advancements, brought at the beginning of 21st century by the revolution in data exchange, computational power, sensors, wireless communication, internet, and autonomy, contributed to the vision of this new age of propulsion we are approaching. Historically, conventional vertical takeoff and landing (VTOL) aircraft have been equipped with propulsion units relying on complex internal combustion machines (turbines, piston engines, for example), and complex mechanical arrangements (gearboxes, shafts, variable pitch propeller). By contrast, electric VTOL aircraft (eVTOL)1 rely on simpler propulsion units (electric motors and in some cases fixed-pitch propellers). This promotes redundancy and improves tolerance to failures, in turn improving safety. The use of simpler electric propulsion units should also allow significant acquisition and operating cost reductions. Whether full-electric (relying solely on batteries) or hybrid-electric (relying on a combination of batteries, fuel-powered engines, and generators.), eVTOLs are also expected to generate less noise and air pollution than conventional aircraft with similar payloads. According to the 2019 Annual Review of IATA (International Air Transport Association) [ref.1], due to an expected increase in air transport traffic by 5% every year and a doubling of air transport passenger numbers to 8.2 billion by 2037 significant challenges are posed to the aviation industry. Furthermore, this report does not factor in the expected demand for short-range (intra-city) air transportation, which is in development and yet to be operational. The increased demand to fly creates a responsibility to expand in a sustainable manner and an endeavor to develop more environmentally-friendly aircraft. eVTOL aircraft, either piloted or autonomous, is gathering considerable interest worldwide. Modern and novel full-electric or hybrid-electric eVTOL configurations enable a new paradigm shift in air transportation as the aviation industry remains committed to its goals of carbon-neutral growth from 2020 onwards and cutting CO2 emissions to half 2005 levels by 2050. While electric power has been used for decades, recent developments in mobile electric/hybrid propulsion coupled with advanced materials and autonomous systems may create the possibility to transition into the next age of air mobility propelled by electric/hybrid VTOL aircraft technology. Although eVTOL aircraft might seem like an incremental improvement or even a counterintuitive regression with regard to past VTOL development, it has in fact the potential to transform air mobility across a wide range of government applications. Previous transformations in aviation generated dramatic leaps in performance, but the cost was commensurate with performance, limiting quantity produced. This next age appears to take a different approach. Performance may not increase, but at this moment technology is poised for future urban mobility that will spawn commercial passenger drone services, that is, autonomous (pilotless) air taxis and thereby add a new dimension to the urban transportation mix of the future [ref. 2]. Advances in electric propulsion, autonomous flight technology, and 5G communication networks will enable this fast new-growing market to become a reality. It is now time to envision the introduction of electric/hybrid eVTOL aircraft for Public Services2. We believe that in the next decades eVTOL aircraft will have the potential to become an essential tool to Public Service agencies around the world in applications such as firefighting, public safety, search and rescue, disaster relief and law enforcement. This is due to several major factors. • First, with the increasing popularity of small, unmanned aircraft vehicles (UAVs) or drones, many companies today are focusing on the development of passenger UAVs designed to accommodate up to five passengers or equivalent cargo payload. Many such configurations are electric or hybrid-electric designs with VTOL capabilities. Several of these projects have started a flight test program and many more are expected to be in the experimental and development phase in 2020. Such revolutionary vehicles could be in commercial operations by 2030. These eVTOL systems could be ready for selected Public Services missions even sooner. • Second, although these advanced eVTOL vehicles under development still need access to fuel (hybrid) and/or electric charging capability, they can take off and land from almost anywhere. Therefore, such vehicles, both manned and unmanned can be successfully integrated for the critical missions of the Public Services with extra deployment flexibilities. • Third, advancement in electric propulsion systems in the automotive industry together with NASA’s leading efforts in electrification of aircraft propulsion systems, FAA’s ongoing active eVTOL certification programs, and EASA’s proposed framework for the certification of electric/hybrid small category VTOL aircraft in Europe [ref. 3] will help accelerate industry electric propulsion system development and integration. • Finally, eVTOL vehicles could be deployed for Public Services sooner than air taxi or other commercial applications, since Public Services missions may be more easily approved based on specific mission criteria, localized airworthiness authority for public-use aircraft3, and are normally operating under centralized airspace management and control by the theater command. Moreover, public perception and acceptance are generally less of a concern when operations save lives and benefit the wider community. The prioritized introduction of eVTOL aircraft in Public Services is ambitious, but we believe it is achievable in the coming decades if fundamental enablers (people and technologies) are engaged in defining the objectives and needs of these missions. The revolution that is currently taking place in eVTOL aircraft represents an unprecedented opportunity to develop a safer, more affordable, more available and more environmentally friendly future of vertical flight. To ensure that these novel aircraft meet the future expectations of Public Services, it is essential to take a collaborative and multi-disciplinary approach to their development, across engineering disciplines, policy-making, program management, business case development, manufacturing, and flight demonstrations. It should be noted that the term eVTOL (in the near term) used throughout this publication implies aircraft capable of transporting up to 5 persons which may or may not include a pilot if operated fully autonomously, assuming an average of 200 pounds (91 kg) per person or equivalent payload and a range up to 60 miles plus a suitable reserve. Hybrid or hydrogen powered eVTOLs would have greater range. For example, a “3-seat” eVTOL aircraft may only be able to carry two fully equipped firemen, and payload capacity is more relevant when used for the supply mission. Moreover, this paper concentrates on the “last-mile” solutions with a deployment time of no more than 6 hours. Although not specifically discussed in this document, it is understood that the future of Transformative Vertical Flight in general and Public Services, in particular, will also involve smaller UAVs that will undoubtedly play a crucial role in future aerial operations. For example, smaller unmanned aircraft may be used to dispatch medical supplies, portable filtration systems or perform the Search task of future Search and Rescue (SAR) operations. Close collaboration between the aircraft industry, the Civil Aviation Authorities (CAA), e.g., Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Transport Canada Civil Aviation (TCCA) and the Department of Defense (DoD) certifiers, will help identify Public Services requirements, define expectations and limit development cost and timescales. Take the US Air Force Agility Prime as an example, the majority of the eVTOL application opportunities and mission elements identified are in line with the NASA TVF WG-4 objectives and use cases. Together, it forms a strong partnership to accelerate the development, certification, and practical deployment for public service missions. The US Air Force Agility Prime has been a collaboration partner on this white paper, and provided valuable input and recommendations. Most of the eVTOL public service mission elements discussed in this paper and additional use cases envisioned by the NASA TVF WG-4 team are shared by the Agility Prime program. The focus and efforts of the Agility Prime in product and system development, industry and government partnership, accelerated certifications as well as early test and deployment are totally in sync with the path forward recommended by this white paper. This kind of collaboration and partnership will help enable the practical use of the eVTOL for public service missions, benefit the eVTOL public acceptance, and accelerate the eVTOL industry revolution.

Johnny T. Doo↗
DOE OSTI2017

Single Crystal Casting with Fluidized Carbon Bed Cooling: A Process Innovation for Quality Improvement and Cost Reduction

Superalloy gas turbine blades are being produced by investment casting and directional solidification. A new process, Fluidized Carbon Bed Cooling (FCBC), has been developed and is now being optimized in a prototype casting unit with 10 kg pouring weight. In early test runs with still rather simple mold cluster geometries, a reduction of the primary dendrite arm spacing of around 40 pct compared to the standard radiation cooling process (HRS) could be demonstrated. The improvement is mainly attributed to higher temperature gradients driving solidification, made possible by a functioning Dynamic Baffle. Compared to earlier development efforts in the literature, contamination of the melt and damage to the equipment are avoided using carbon-based fluidized bed materials and the so-called “counter pressure concept.”.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Quantifying the effect of late bombardment on terrestrial zircons

The first 500 million years of Earth history is thought to be a period of intense planetary bombardment, but the timing and flux of this meteorite bombardment is poorly understood. In particular, on the basis of an inferred lunar impact history, some workers have hypothesized a ~3.9 Ga terminal cataclysm (TC) in which there was marked increase in the impact flux affecting the Moon, the Earth and possibly other terrestrial planets. Minerals that survived this enigmatic period offer a way to test early planetary bombardment models as they may contain telltale micro- to nanoscale shock features. Here, we present results from a numerical modeling calculation that assesses the probability that a zircon residing in the crust would escape shock melting or shock deformation during a TC bombardment event. Even with conservative pressure estimates for zircon shock deformation and intermediate bombardment intensities, we find that only ~6% of ≥4.0 Ga crust would be expected to survive a 3.9 Ga cataclysm without experiencing either complete melting or zircon shock metamorphism. In this study, we couple this modeling with a search for shock effects in the oldest zircons from the Acasta Gneiss Complex, which would have been present in the Earth's crust during a putative 3.9 Ga TC. Spatially correlated electron and NanoSIMS ion microscopy of 4.02 Ga igneous zircons from Acasta reveals no evidence of ancient shock. These data, together with similar results from other Hadean zircon suites, confirm that a post-Hadean TC is unlikely to have occurred. We suggest that the dearth of pre-3.9 Ga terrestrial crust and zircons is instead best explained by endogenic processes related to the mechanisms of early crust formation. Our modeling allows us to evaluate bombardment scenarios from the terrestrial zircon record by applying probabilistic interpretations to zircon shock deformation data. This approach will be valuable for other planetary bodies, allowing broader conclusions to be drawn from geographically limited datasets.

58 GEOSCIENCES↗
DOE OSTI2019

A computational model for exploring particle acceleration during reconnection in macroscale systems

A new computational model suitable for exploring the self-consistent production of energetic electrons during magnetic reconnection in macroscale systems is presented. The equations are based on the recent discovery that parallel electric fields are ineffective drivers of energetic particles during reconnection so that the kinetic scales which control the development of such fields can be ordered out of the equations. The resulting equations consist of a magnetohydrodynamic (MHD) backbone with the energetic component represented by macro-particles described by the guiding center equations. Crucially, the energetic component feeds back on the MHD equations so that the total energy of the MHD fluid and the energetic particles is conserved. The equations correctly describe the firehose instability, whose dynamics plays a key role in throttling reconnection and in controlling the spectra of energetic particles. The results of early tests of the model, including the propagation of Alfvén waves in a system with pressure anisotropy and the growth of firehose modes, establish that the basic algorithm is stable and produces reliable physics results in preparation for further benchmarking with particle-in-cell models of reconnection.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2016

A computational workflow for designing silicon donor qubits

Developing devices that can reliably and accurately demonstrate the principles of superposition and entanglement is an on-going challenge for the quantum computing community. Modeling and simulation offer attractive means of testing early device designs and establishing expectations for operational performance. However, the complex integrated material systems required by quantum device designs are not captured by any single existing computational modeling method. We examine the development and analysis of a multi-staged computational workflow that can be used to design and characterize silicon donor qubit systems with modeling and simulation. Our approach integrates quantum chemistry calculations with electrostatic field solvers to perform detailed simulations of a phosphorus dopant in silicon. We show how atomistic details can be synthesized into an operational model for the logical gates that define quantum computation in this particular technology. In conclusion, the resulting computational workflow realizes a design tool for silicon donor qubits that can help verify and validate current and near-term experimental devices.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2014

Sci—Fri PM: Dosimetry — 03: Delta4 diode absolute dose response for large and small target volume IMRT QA

The goal of this project was to quantify the over-response/under-response of the Delta4 diodes for Helical Tomotherapy plans on extreme target volume sizes. A custom Delta4 phantom quarter with a hole to insert an ionisation chamber (IC) close to the center of the phantom have been used to acquire simultaneous IC and diodes absolute dose measurements. Eight plans for different target volumes were created from 20cm to 1cm diameter. Diodes dose measurements in the target were compared with IC measurement, to quantify absolute dose accuracy. IC measurements show a good agreement with planned dose (±2%). Diode measurements demonstrate a good agreement with IC for regular target size of 5 and 10cm (0 to 1%). For larger targets, an over-response is observed for FW 25mm and 10mm (2 to 3%). for small target of 1cm diameter, a major under-response is observed for FW 25mm and 10mm (−8 and −36%). The over-response could to be due to the extra amount of scattered radiation and the opposite for under-response. Although this scatter hypothesis still has to be proven, early testing demonstrates an over-response of 40%/20% of the central diodes compare to IC when an open helical rotational beam is delivered 75mm/25mm away from the center of the phantom. These results are in agreement with the real patient Delta4 DQA results at our center.

60 APPLIED LIFE SCIENCES↗
DOE OSTI2019

EGS Collab Testbed 2: Laser Scanned 4100 L Drift Map

The EGS Collab project is evaluating a site for Experiment 2 (hydraulic fracturing/shearing) at a depth of 1.25 km in the Sanford Underground Research Facility (SURF) on the 4100 Level. Two early test holes were drilled in an alcove (formerly known as Battery Charging Station) near Yates Shaft. Recently, we conducted a laser survey around the Testbed 2 to capture the details of the drift. This submission package includes the laser scanned drift map around the Testbed 2. The drift map data are presented in AutoCAD (*dxf), Leapfrog mesh (*.msh), and point cloud (*.csv) file formats. Note: The coordinate system used is local Homestake Mine Coordinate (HMC) system from an old gold mine that was in operation for over 100 years.

15 GEOTHERMAL ENERGY↗
DOE OSTI2018

SECARB 3D VSP Data

Vertical Seismic Profile data collected in 2009 and 2010 as part of SECARB Phase III Early Test at Cranfield oilfield in Mississippi to determine CO2 induced change from seismic response. Data divided into 3D VSP and Offset VSP folders. Associated Publications: Daley, T. M., Hendrickson, J., & Queen, J. H. (2014). Monitoring CO2 Storage at Cranfield, Mississippi with Time-Lapse Offset VSP – Using Integration and Modeling to Reduce Uncertainty. Energy Procedia, 63, 4240-4248. doi:10.1016/j.egypro.2014.11.459

3D VSP↗
DOE OSTI2016

ER@CEBAF: A test of 5-pass energy recovery at CEBAF

Jefferson Lab personnel have broad expertise in the design, commissioning, and operation of multiple energy recovery linacs (ERLs): the CEBAF Front-End Test (early 1990s), CEBAF-ER (2003), the IR Free Electron Laser (FEL) Demo, the IR FEL Upgrade, and the UV FEL Driver (1997-2014). Continued development of this core competency has led to this collaborative proposal to explore the forefronts of ERL technology at high energy in a unique expansion of CEBAF capability to a 5-pass ERL with negligible switchover time and programmatic impact to the CEBAF physics program. Such a capability would enable world-class studies of open issues in high-energy ERL beam dynamics that are relevant to future facilities such as electron-ion colliders (EICs). This proposal requests support from the CEBAF Program Advisory Committee to seek funding for hardware installation, and a prospective 12 days of beam time circa Fall 2018 for commissioning this high-energy multi-pass ERL experiment in CEBAF.

43 PARTICLE ACCELERATORS↗