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NASA NTRSDate not supplied

Development of a Ground Multi-mission Low Cost Optical Terminal(LCOT) for Free-Space Optical Communication

Once confined to the realm of laboratory experiments and theoretical papers, space-based laser communications (lasercomm) are on the verge of achieving mainstream status. Organizations from Facebook to NASA, and missions from cubesats to Orion are employing lasercomm to achieve gigabit communication speeds at mass and power requirements lower than that of traditional radio frequency (RF) methods. Since first demonstrating free-space optical communications services with Lunar Laser Communications Demonstration (LLCD) in 2013, NASA has invested in developing optical communications technologies and capabilities to enhancing its space communications networks. Along with evolving optical space terminals, NASA is also developing lasercomm grounds stations capable of meeting the rapidly increasing data volume demands of upcoming missions, from low-earth to lunar orbits and beyond and integrating these advanced capabilities into its Near-Space and Deep Space Networks. To meet this emerging need, the Low-Cost Optical Terminal (LCOT) project at NASA’s Goddard Space Flight Center (GSFC) is designing, building and validating a prototype for a flexible, multi-mission, and economical optical ground terminal that could be used as a blueprint for a global network of optical ground stations, capable of supporting a wide variety of missions. To date a major impediment to widespread adoption of laser communication has been the lack of an existing ground network infrastructure. A mission that wishes to take advantage of laser communication not only needs to invest in an optical space terminal, but it must also finance the creation of ground terminals to receive the downlink signal. This adds significant additional cost. Missions that do decide to incur the cost of financing a network of ground terminals end up building highly specialized optical receivers that are operable as receivers for that specific mission only. Significant Non-Recurring Engineering (NRE) cost is invested to build highly specialized one-of-a-kind ground terminals that go into storage after that particular mission is over. This is not an economical approach and does nothing to grow the number of optical ground stations available to future missions. In essence each mission that wants to take advantage of the benefits of lasercom has to start from scratch to provide a ground terminal network to support it. As long as this is the case, the cost for using laser communications will be too high for most missions to consider. LCOT intends to close this gap in technology by designing and developing a standard optical ground terminal design that is flexible enough to serve as a receiver for a wide range of future missions – a ground terminal that can be quickly reconfigured to receive downlinks at different wavelengths using different signal formats. Not only does LCOT have the industry-building objectives of utilizing commercial-off-the-shelf (COTS) components to the maximum extent possible, but also spurs the commercial development of other necessary lasercomm components not currently offered by industry. Finally, LCOT will give NASA scientists and engineers a facility where they can gain real-world experience with optical communications. It will give engineers a cost-effective way to try out new concepts and processes by providing the infrastructure for such testing. In this way it is hoped LCOT will serve as a stimulus for innovation in optical communications and speed its widespread adoption by future missions. The LCOT is comprised of five subsystems: Free-Space Optical, Transceiver, Amplifier, Monitor and Control, and Observatory Infrastructure. In August 2021, the LCOT team installed a 70 cm telescope, developed by Planewave Instruments that was optimized for optical communications. Free-Space Optical subsystem comprises of the telescope and its associated hardware, including a transmitter optical assembly, wide field cameras, two optical benches, and an adaptive optics subsystem. The transmit optical assembly, a unique concept design, is a cluster of four functionally independent transmit subassemblies located on the receive telescope. In addition to receiving optical signals and directing the expanded beam with high precision to the space terminal, it also performs tracking functions. The transmit optical assembly will support operations from Low Earth Orbit (LEO) through lunar and will be used as a template for industry manufacturing. The Optical Infrastructure subsystem is responsible for providing environmentally controlled shelters for LCOT equipment and various other systems. To maintain the safety and proper functionality of the telescope, a 16 ft Astrohaven clamshell dome procured which provides all-sky coverage without the need to rotate the dome. Additionally, Atmospheric Monitoring Assembly (AMA) will be part of optical infrastructure subsystem to ensure accurate performance of the LCOT. Like existing optical ground stations, LCOT will measure standard weather station parameters, infrared all sky image of cloud cover, and cloud height. LCOT, however, adds requirements for measuring night time seeing and, in the future, daytime seeing. Unlike other optical ground terminals, the LCOT is transceiver agnostic; user transceivers may be duplex transceivers, standalone receivers, or standalone transmitters with or without acquisition beacon functionality. As such, the LCOT project accommodates testing with external customer transceivers in a flexible manor, further complimenting its intended multi-mission goals. Another unique component of LCOT is the use of a new amplifier technology – the Very Large Mode Area (VLMA) amplifiers. This new technology allows LCOT to avoid the issues faced by previous laser communications ground terminals, gives users more flexibility and modular capability, and is capable of reaching an order of magnitude higher peak power than traditional High Power Optical Amplifiers (HPOA). One drawback of the VLMA HPOA approach is that the amplified light is output into free-space. The solution developed by LCOT is an optics train that couples the output of the VLMA amplifier into a short fiber for transport to the transmit telescopes with high efficiency. Like many of the LCOT components, a set of detailed manufacturing drawings have been created for the optics train to allow any machine shop with a multi-axis Computer Numerical Control (CNC) machine to fabricate the piece parts from commonly available materials. In line with the goals of LCOT, the monitor and control functions are developed as a modular and flexible system with the ability to support future hardware or algorithm changes, minimizing disruptions. A main priority of development in the Monitor and Control Subsystem (MCS) is the safety monitor system.

Haleh Safavi↗

DOE OSTI2024

Mapping use cases and dataset needs for benchmarking buildings data

A perennial challenge in buildings research is the lack of high-quality datasets that can be relied upon for a wide array of tasks, including model calibration and improving energy efficiency and load flexibility. Instrumenting a building for data collection is resource intensive, so it is important to be methodical in the approach and ensure that resulting data are flexible and useful for a broad range of analyses. This study aims to fill the gaps in characterizing potential use cases for buildings datasets and mapping them to dataset needs using a well-defined data infrastructure. Here, we have developed a systematic mapping strategy between buildings dataset needs and use cases to help streamline the processes of efficiently targeting datasets, designing building sensing systems, and determining buildings research use cases. We selected 14 prospective use cases and 11 refined buildings data categories for developing the preliminary dataset-needs-to-use-cases mapping matrix (‘DN-UC mapping matrix’) with generic ‘Tags’—a detailed sub-level of data categories extracted by justifying the needs of an aspect of the datasets to use cases. We present two example applications of the developed mapping matrix to demonstrate use of the mapping matrix and its effectiveness.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS2010

Advanced Space Fission Propulsion Systems

Fission has been considered for in-space propulsion since the 1940s. Nuclear Thermal Propulsion (NTP) systems underwent extensive development from 1955-1973, completing 20 full power ground tests and achieving specific impulses nearly twice that of the best chemical propulsion systems. Space fission power systems (which may eventually enable Nuclear Electric Propulsion) have been flown in space by both the United States and the Former Soviet Union. Fission is the most developed and understood of the nuclear propulsion options (e.g. fission, fusion, antimatter, etc.), and fission has enjoyed tremendous terrestrial success for nearly 7 decades. Current space nuclear research and technology efforts are focused on devising and developing first generation systems that are safe, reliable and affordable. For propulsion, the focus is on nuclear thermal rockets that build on technologies and systems developed and tested under the Rover/NERVA and related programs from the Apollo era. NTP Affordability is achieved through use of previously developed fuels and materials, modern analytical techniques and test strategies, and development of a small engine for ground and flight technology demonstration. Initial NTP systems will be capable of achieving an Isp of ~900 s at a relatively high thrust-to-weight ratio. The development and use of first generation space fission power and propulsion systems will provide new, game changing capabilities for NASA. In addition, development and use of these systems will provide the foundation for developing extremely advanced power and propulsion systems capable of routinely and affordably accessing any point in the solar system. The energy density of fissile fuel (8 x 10(exp 13) Joules/kg) is more than adequate for enabling extensive exploration and utilization of the solar system. For space fission propulsion systems, the key is converting the virtually unlimited energy of fission into thrust at the desired specific impulse and thrust-to-weight ratio. This presentation will discuss potential space fission propulsion options ranging from first generation systems to highly advanced systems. Ongoing research that shows promise for enabling second generation NTP systems with Isp greater than 1000 s will be discussed, as will the potential for liquid, gas, or plasma core systems. Space fission propulsion systems could also be used in conjunction with simple (water-based) propellant depots to enable routine, affordable missions to various destinations (e.g. moon, Mars, asteroids) once in-space infrastructure is sufficiently developed. As fuel and material technologies advance, very high performance Nuclear Electric Propulsion (NEP) systems may also become viable. These systems could enable sophisticated science missions, highly efficient cargo delivery, and human missions to numerous destinations. Commonalities between NTP, fission power systems, and NEP will be discussed.

Houts, Michael G.↗

NASA NTRSDate not supplied

NASA Delay Tolerant Networks: Operational, Evolving, an Ready for Expansion

The future of humanity’s presence beyond Earth depends on the successful commercialization of space. For commercialization to succeed, companies need cost-efficient architectures to support their business models and minimize risks for human capital, design, development, and operations. An ongoing challenge to any space enterprise is the reality that terrestrial network technologies are insufficient to provide reliable communications between assets in space. Whether you need to ensure your valuable data is safely transmitted to the ground or reliably delivered between platforms in orbit, ensuring data integrity over intermittent communication links is a necessity. Current solutions to space communications rely heavily on manual recording, storing, and retrieval of data from spacecraft. The current standard in space communication protocols, Consultative Committee for Space Data Systems (CCSDS) Space Packet standard, is reliant on inflexible network architectures based around mission-critical infrastructure to ensure data delivery. However, by automating the recording, storing, retrieval, and verification of data with Delay Tolerant Networks (DTN), the operator is freed from the dependence on manual data management and expensive mission critical infrastructure. NASA has been developing delay tolerant systems since the late 1990’s. Multiple DTN implementations have been established during that time, each suited to different use cases. Most notably, the DTN deployment for the International Space Station (ISS) includes demonstration of two DTN technologies: Interplanetary Overlay Network (ION) and Delay Tolerant Network Marshall Enterprise (DTNME). Beyond ISS, there are even more NASA DTN deployments being considered. Now that DTN implementations are maturing, it is appropriate to reflect upon these decades of work, review the integration and performance of the existing ISS deployment, and explore the future possibilities for DTN deployment industry-wide. The ISS DTN deployment is a complex architecture consisting of different DTN implementations for the onboard and ground network environments. The ION DTN implementation is being used in the on-board network. The Huntsville Operations Support Center (HOSC) DTN implementation, DTNME, is used by the ground network supporting ISS and will soon be a second onboard gateway too. The two implementations work cooperatively to provide high fidelity data services to flight operations users and payload developers across the globe. Though the two implementations yield a quality service, limitations are evident. Data rate, data storage, and device management are constrained by the services themselves and the complex nature of the deployment. Evolution of operations concepts will improve system capabilities and stability, but significant improvement will require additional development to the implementations themselves and to the overall deployment architecture. Taking advantage of the ongoing development and operation of the ISS DTN service will be central to the success of the future evolutions of NASA DTN deployments while demonstrating the benefits of DTN’s low-cost reliable data communication protocols for the growing commercial space industry. A broad effort on DTN integration and support is necessary to promote expansion beyond existing applications. NASA is developing several useful DTN implementations across a number of different systems: ION, DTNME, High-Rate DTN (HDTN), Bundle Protocol Library (BPLib), and others. To prevent fragmentation, DTN implementation teams need to communicate, collaborate, and integrate with one another to build a solid operational foundation for new DTN deployments. The establishment of a group that can assist new DTN users with understanding the purpose of each DTN implementation, provide best practices, and serve as a general knowledge base is paramount. Potential use of DTN on Gateway and other future NASA missions further drives the need for streamlined communication between DTN implementation teams. A well-integrated and highly engaged NASA DTN working group should help provide system architects the best DTN solutions for future commercial space efforts. This paper will first review the history of DTN implementations, explore the shortcoming of current space networking solutions given available limits in technology, and therefore establish the need for Delay Tolerant Networking in space communications. Secondly, the authors will explore NASA’s array of DTN implementations and highlight their usefulness to space applications. Thirdly, this paper will establish general DTN implementation distinguishing factors. Fourthly, the authors will discuss attempts to create a generic DTN comparison matrix, and the authors will review potential future topics in DTN innovation and collaboration, highlighting several key future efforts. Finally, this paper will describe how the institution of a NASA DTN Working Group will benefit DTN adoption across the governmental and commercial space sector. The goal of this paper is to encourage enthusiasm for DTN, share strategies for improving DTN on both current and future applications, promote the collaboration of DTN implementation groups within the international space operations community, and open the conversations about DTN, priorities, complexities, and innovation to the wider spaceflight industry.

DTN↗

NASA NTRSDate not supplied

NASA Delay Tolerant Networks: Operational, Evolving, an Ready for Expansion

DTN↗

NASA NTRS2019

Experimental Demonstration and System Analysis for Plasmonic Force Propulsion

This project developed a higher-fidelity model of a recently envisioned small spacecraft propulsion system for precision pointing and proximity control. Plasmonic force propulsion harnesses solar light focused onto plasmon reactive subwavelength nanostructures to accelerate and expel nanoparticle propellant via strong optical forces. The goal of the project was to show that plasmonic space propulsion can provide the level of proximity and attitude control envisioned for future NASA nano/picosatellite missions, a level that is better than state-of-the-art approaches. We achieved this goal by showing that plasmonic force thrusters are feasible for a range of advanced mission concepts requiring swarm formations in a deep space environment. We performed three case studies that evaluated the performance of the plasmonic force propulsion thruster in a deep space, microsatellite swarm formation. These case studies assumed the propulsion system could generate thrust at the level predicted from our Phase 1 study (1.6 μN). Through these cases we were able to analyze the concept within a mission specific context through detailed orbital dynamics calculations. Results indicate that, with the Phase 1 estimated thrust level, the approach is promising for providing attitude control to swarm formation spacecraft. Further, we achieved goals related to technology development. Specifically, we experimentally demonstrated nanoparticle acceleration due to plasmonic forces with asymmetric nanostructures excited by focused laser light. Additionally, we investigated the thrust sensitivity and nanoparticle propellant injection dependencies upon thermal effects. As a result of our study, plasmonic force propulsion is at an early TRL 3. Active research and design has been conducted analytically and in the laboratory. Furthermore, practical applications such as the three case studies have been identified for the scientific basic principles that were observed. Future efforts related to fundamental understanding of these techniques should focus on 1) developing a standalone array of asymmetric nanostructures that can effectively interact with a stream or reservoir of particles or 2) experimentally evaluate a dielectrophoretic injector for nanoparticle propellant. The main limitation discovered about plasmonic propulsion regards performance estimates significantly below the Phase 1 estimations. Specifically, original assumptions in the Phase 1 project (notably, a linear array of asymmetric nanostructures) is not a viable approach to achieving significant acceleration, high exhaust velocity, of nanoparticles. More specifically, we assumed in Phase 1 that nanoparticles would be accelerated in series by a long linear array of asymmetric nanostructures. That is, the acceleration of the nanoparticle would build and increase with the kick received by each subsequent nanostructure. This is fundamentally flawed. The potential profile of a single nanostructure is such that it prohibits this phenomenon. The potential energy associated with the plasmon-generated dielectrophoretic force is a potential well, which is good for trapping nanoparticles, but cannot provide significant acceleration of particles to expel them out and away from the nanostructure. Further, a nanoparticle expelled from the first nanostructure would need to overcome the potential barrier for entry into the next nanostructure accelerating stage. Fundamentally, this effect means that a linear array of nanostructures is not a viable accelerating structure. Correspondingly then, acceleration can, or should, only be provided by one nanostructure, and the net acceleration and thrust force of a single nanostructure is small (~cm/s exhaust velocities, sub-nN level thrust vs. the 100’s m/s, μN originally envisioned). While our experiments demonstrated acceleration and manipulation of a nanoparticle using laser light in aqueous environment, the achievable energy and momentum addition to the nanoparticle from a single nanostructure stage is too low for useful propulsion. In terms of thrust prediction, the estimated thrust of 1.6 μN in Phase 1 is reduced to a few nN of thrust with this new insight and understanding of the concept. This thrust level is too small to achieve attitude control of swarms as originally envisioned.

Plasmonic Force↗

NASA NTRS1995

High efficiency radioisotope thermophotovoltaic prototype generator

A radioisotope thermophotovoltaic generator space power system (RTPV) is lightweight, low-cost alternative to the present radioisotope thermoelectric generator system (RTG). The fabrication of such an RTPV generator has recently become feasible as the result of the invention of the GaSb infrared sensitive photovoltaic cell. Herein, we present the results of a parametric study of emitters and optical filters in conjuction with existing data on gallium antimonide cells. We compare a polished tungsten emitter with an Erbia selective emitter for use in combination with a simple dielectric filter and a gallium antimonide cell array. We find that the polished tungsten emitter is by itself a very selective emitter with low emissivity beyond 4 microns. Given a gallium antimonide cell and a tungsten emitter, a simple dielectric filter can be designed to transmit radiant energy below 1.7 microns and to reflect radiant energy between 1.7 and 4 microns back to the emitter. Because of the low long wavelength emissivity associated with the polished tungsten emitter, this simple dielectric filter then yields very respectable system performance. Also as a result of the longer wavelength fall-off in the tungsten emissivity curve, the radiation energy peak for a polished tungsten emitter operating at 1300 K shifts to shorter wavelengths relative to the blackbody spectrum so that the radiated energy peak falls right at the gallium antimonide cell bandedge. The result is that the response of the gallium antimonide cell is well matched to a polished tungsten emitter. We propose, therefore, to fabricate an operating prototype of a near term radioisotope thermophotovoltaic generator design consisting of a polished tungsten emitter, standard gallium antimonide cells, and a near-term dielectric filter. The Jet Propulsion Laboratory will design and build the thermal cavity, and JX Crystals will fabricate the gallium antimonide cells, dielectric filters, and resultant receiver panels. With 250 Watts of heat input, we expect this prototype to produce over 300 Watts of electrical energy output for a system energy conversion efficiency of over 12%. This low risk, near term design provides advances relative to present radioisotope thermophotovoltaic generators and has the additional advantage of allowing component and system development and testing to begin immediately. Improved cells and filters can easily be incorporated in this baseline system if they should become available in the future.

Avery, James E.↗

NASA NTRS1998

Development and Testing of Automatically Generated ACS Flight Software for the MAP Spacecraft

By integrating the attitude determination and control system (ACS) analysis and design, flight software development, and flight software testing processes, it is possible to improve the overall spacecraft development cycle, as well as allow for more thorough software testing. One of the ways to achieve this integration is to use code-generation tools to automatically generate components of the ACS flight software directly from a high-fidelity (HiFi) simulation. In the development of the Microwave Anisotropy Probe (MAP) spacecraft, currently underway at the NASA Goddard Space Flight Center, approximately 1/3 of the ACS flight software was automatically generated. In this paper, we will examine each phase of the ACS subsystem and flight software design life cycle: analysis, design, and testing. In the analysis phase, we scoped how much software we would automatically generate and created the initial interface. The design phase included parallel development of the HiFi simulation and the hand-coded flight software components. Everything came together in the test phase, in which the flight software was tested, using results from the HiFi simulation as one of the bases of comparison for testing. Because parts of the spacecraft HiFi simulation were converted into flight software, more care needed to be put into its development and configuration control to support both the HiFi simulation and flight software. The components of the HiFi simulation from which code was generated needed to be designed based on the fact that they would become flight software. This process involved such considerations as protecting against mathematical exceptions, using acceptable module and parameter naming conventions, and using an input/output interface compatible with the rest of the flight software. Maintaining good configuration control was an issue for the HiFi simulation and the flight software, and a way to track the two systems was devised. Finally, an integrated test approach was devised to support flight software testing at both the unit- and build-test levels using the HiFi simulation to generate data for performance verification. Another benefit of the simulation and code-generation application used on the MAP project is that it supported bringing flight software and test data into the HiFi simulation environment. It was possible to integrate parts of the hand-coded flight software into the HiFi simulation, and also possible to import flight software test data for comparison and performance verification. This capability was used to incorporate the flight software Kalman filter into the HiFi simulation. This enabled us to greatly increase the amount of testing that could be done on the filter, because we could exert a greater degree of control over the software-only simulation than over the flight software test environment. Also, since the simulation could be used to run the Kalman filter faster than real time, our testing efficiency was greatly increased. We will conclude our discussion with a summary of the lessons learned thus far using automatically- generated code for the MAP project, and the spacecraft status as we work towards our scheduled launch in the year 2000.

ODonnell, James R., Jr.↗

NASA NTRSDate not supplied

NASA's Space Launch System Begins Integration, Stacking in Preparation for Artemis I Launch

The Artemis era of human lunar exploration is nearing take-off as NASA’s new super heavy-lift launch vehicle, the Space Launch System (SLS), begins stack-ing and integration operations in mid-2020 at Kennedy Space Center (KSC) in Florida. With a planned upgrade path to progressively more powerful vehicles and availability in crew and cargo configurations, SLS provides a unique and flexible launch solution to send crew, large-scale infrastructure and robotic probes to deep space. The SLS Block 1 vehicle, the initial variant to fly, is optimized for lunar missions with a proven propulsion system consisting of four liquid hydrogen (LH2)/liquid oxygen (LOX)-fed RS-25 engines and twin five-segment solid rocket boosters (SRBs). The Block 1 vehicle can also be outfitted with an industry-standard 5 m-class payload fairing (the “cargo” configuration) and will launch at least 27 metric tons (t) of mass to trans-lunar injection (TLI). SLS is the backbone of NASA’s Artemis program, which will return the agency’s human spaceflight program to the Moon for the first time since 1972. For the Artemis I mission, SLS will send an uncrewed Orion spacecraft to TLI, where it will enter a distant retrograde lunar orbit and fly 38,000 nmi past the Moon – farther than any spacecraft built for humans has ever traveled. The SLS Block 1 vehicle for Artemis I completed manufacturing in 2019. Several elements, including the upper stage, have been delivered to the Exploration Ground Systems (EGS) program at KSC and are being prepped for integration and stack-ing. The five-segment solid rocket boosters – the largest and most powerful ever built for flight – are also complete. The booster motor segments for the Artemis I flight are scheduled to ship from prime contractor Northrop Grumman’s Utah facilities and begin stacking and integration at KSC in June 2020. The SLS core stage is the largest rocket stage NASA has ever built in terms of volume and height, and includes the avionics and the tanks that feed cryogenic propellant to the four RS-25s (formerly Space Shuttle Main Engines [SSMEs]). They have been modified with an updated controller and nozzle insulation to protect them from the hotter launch environment. The SLS core stage is currently being test-ed at NASA’s Stennis Space Center (SSC) in a series of “green run” tests to verify it meets design and performance requirements. Following the green run test series, which is scheduled to culminate with a full-duration hot-fire of the four RS-25 engines, the core stage will ship to KSC and be stacked between the sol-id rocket boosters in the Vehicle Assembly Building (VAB). Integration of the vehicle will continue with the upper stage, known as the Interim Cryogenic Propulsion Stage (ICPS) and the Launch Vehicle Stage Adapter (LVSA) on the core stage. Another adapter, the Orion Stage Adapter (OSA), connects SLS to Orion and provides housing for 13 6U CubeSat payloads manifested on Artemis I. The CubeSats will be released in deep space after Orion separates from the vehicle, and the flight marks the first ride share opportunity for independent small-sats to deep space. The second major SLS variant to come online, Block 1B, replaces the single-engine ICPS with a four-engine LH2/LOX Exploration Upper Stage (EUS). This more powerful upper stage, along with other vehicle up-grades, will enable the Block 1B vehicle to launch 38-42 t to TLI, depending on crew or cargo configuration. The final evolution of the vehicle, Block 2, will onramp evolved solid rocket boosters to increase mass to TLI to 43-46 t, de-pending on crew or cargo configuration. The Block 1B/Block 2 vehicles can be outfitted with an 8.4 m-diameter payload fairing in 19.1 m or 27.4 m lengths, to provide unprecedented volume for payloads. With the initial Block 1 vehicle completely manufactured and the core stage in final testing before shipping to KSC, the SLS Program and its industry partners have made significant progress manufacturing subsequent vehicles. For the second Block 1 vehicle, the solid rocket motor segments are complete, as are the RS-25 engines with controllers. All five major components of the Artemis II core stage – the forward skirt, LOX and LH2 tanks, intertank and engine section – are manufactured and technicians are installing subsystems at NASA’s rocket factory, Michoud Assembly Facility. The RL-10 engine for the Artemis II ICPS is complete and panels have been machined for its LH2 tank. In addition, panels are machined for the vehicle’s two adapters, with welding scheduled to begin in summer 2020. Flight hard-ware is also in production for the third SLS vehicle, with several booster motor segments cast. The pace of development on the EUS has increased, with the goal to complete Critical Design Review (CDR) in December 2020. Several EUS test rings have been machined at Michoud. The EUS is designed to exe-cute a variety of missions – human spaceflight, deployment of deep-space infra-structure, or high-C3 missions to the outer solar system – with crew and cargo configurations available beginning in the mid-2020s. The near-term goal for the nation’s powerful new space exploration asset, however, is to launch the Arte-mis program, and send the first woman and the next man to the lunar surface. At the Astrodynamics Specialist Conference, the SLS program will update the community on the progress of the initial Block 1 vehicle in final green run test-ing, integration and stacking. In addition, this paper will provide an update to the community on the manufacturing status of subsequent Block 1 and Block 1B vehicles.

Steve Creech↗

DOE OSTI2024

Active and Transfer Learning of High-Dimensional Neural Network Potentials for Transition Metals

Classical molecular dynamics (MD) simulations represent a very popular and powerful tool for materials modeling and design. The predictive power of MD hinges on the ability of the interatomic potential to capture the underlying physics and chemistry. There have been decades of seminal work on developing interatomic potentials, albeit with a focus predominantly on capturing the properties of bulk materials. Such physics-based models, while extensively deployed for predicting the dynamics and properties of nanoscale systems over the past two decades, tend to perform poorly in predicting nanoscale potential energy surfaces (PESs) when compared to high-fidelity first-principles calculations. These limitations stem from the lack of flexibility in such models, which rely on a predefined functional form. Machine learning (ML) models and approaches have emerged as a viable alternative to capture the diverse size-dependent cluster geometries, nanoscale dynamics, and the complex nanoscale PESs, without sacrificing the bulk properties. Here, in this study, we introduce an ML workflow that combines transfer and active learning strategies to develop high-dimensional neural networks (NNs) for capturing the cluster and bulk properties for several different transition metals with applications in catalysis, microelectronics, and energy storage, to name a few. Our NN first learns the bulk PES from the high-quality physics-based models in literature and subsequently augments this learning via retraining with a higher-fidelity first-principles training data set to concurrently capture both the nanoscale and bulk PES. Our workflow departs from status-quo in its ability to learn from a sparsely sampled data set that nonetheless covers a diverse range of cluster configurations from near-equilibrium to highly nonequilibrium as well as learning strategies that iteratively improve the fingerprinting depending on model fidelity. All the developed models are rigorously tested against an extensive first-principles data set of energies and forces of cluster configurations as well as several properties of bulk configurations for 10 different transition metals. Our approach is material agnostic and provides a methodology to transfer and build upon the learnings from decades of seminal work in molecular simulations on to a new generation of ML-trained potentials to accelerate materials discovery and design.

36 MATERIALS SCIENCE↗

DOE OSTI2020

Development and demonstration of a methodology to evaluate high burnup fuel susceptibility to pulverization under a loss of coolant transient

For economic reasons, the US nuclear industry is renewing efforts to build a technical basis to extend rod average burnup limits above the current regulatory burnup limit of 62 GWd/MTU. The primary driver is to increase pressurized water reactor cycle lengths to 24 months, reducing the number of fresh fuel assemblies and core design constraints, thereby making core energy utilization more efficient. However, fuel pellet fragmentation and pulverization, termed high burnup fuel fragmentation (HBFF), has been observed in the high burnup (>90 GWd/MTU) Halden loss-of-coolant-accident (LOCA) integral test series. The issue gained attention when fuel fragmentation and pulverization were also observed closer to the current US regulatory limit during the US Nuclear Regulatory Commission (NRC) sponsored out-of-core integral test at Studsvik Nuclear in early 2011. This led to NRC concerns with potential changes to fuel and core designs relative to fuel pellet pulverization. In a letter to the NRC Commissioners, the staff specifically identified a need to “…define the boundary of safe operation for key fuel design and operating parameters,” stating that “the staff is challenged to evaluate the acceptability of future fuel design advancements and fuel utilization changes.” As such, it can be concluded that HBFF and potential dispersal into the reactor coolant system introduces additional complications in light-water reactor (LWR) fuel safety evaluations. However, it is not clear how much fuel will be susceptible to HBFF; nor has there been a methodology developed to evaluate fuel susceptibility to HBFF. To that end, this paper proposes an analysis methodology to assess fuel susceptibility to HBFF during LOCA scenarios. The work presented here uses the BISON fuel performance code to evaluate a representative pressurized water reactor fuel rod exposed to a rod average burnup of 75 GWd/MTU. Sensitivity studies investigated the impact of the peak cladding temperature, transient fission gas released, and pre-transient fission gas release on cladding ballooning and burst timing. Subsequently, a methodology to assess fuel susceptibility to HBFF will be developed based on experimental data published in the open literature. The methodology will then be demonstrated by calculating the mass of fuel susceptibility to HBFF. The BISON results conclude that increasing peak cladding temperature drastically decreased time to failure, and decreased balloon size both of which have been confirmed experimentally. Additionally, the effect of pre-transient and transient fission gas release affected cladding balloon size and burst timing. Finally, fuel susceptibility to HBFF significantly decreased as a function of peak cladding temperature.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2022

Multiphysics Simulation of the NASA SIRIUS-CAL Fuel Experiment in the Transient Test Reactor Using Griffin

After approximately 50 years, NASA is restarting efforts to develop nuclear thermal propulsion (NTP) for interplanetary missions. Building upon nuclear engine tests performed from the late 1950s to the early 1970s, the present research and testing focuses on advanced materials and fabrication methods. A number of transient tests have been performed to evaluate materials performance under high-temperature, high-flux conditions, with several more experiments in the pipeline for future testing. The measured data obtained from those tests are being used to validate the Griffin reactor multiphysics code for this particular type of application. Griffin was developed at Idaho National Laboratory (INL) using the MOOSE framework. This article describes the simulation results of the SIRIUS-CAL calibration experiment in the Transient Reactor Test Facility (TREAT). SIRIUS-CAL was the first transient test conducted on NASA fuels, and although the test was performed with a relatively low core peak power, the test specimen survived a temperature exceeding 900 K. Griffin simulations of the experiment successfully matched the reactor’s power transient after calibrating the initial control rod position to match the initial reactor period. The thermal-hydraulics model largely matches the time-dependent response of a thermocouple located within the experiment specimen to within the uncertainty estimate. However, the uncertainty range is significant and must be reduced in the future.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRSDate not supplied

Updates in Developing a Prototype Science Pipeline and Full-Volume, Global Hyperspectral Synthetic Data Sets for NASA’s Earth System Observatory’s Upcoming Surface, Biology and Geology Mission

The Surface Biology and Geology (SBG) mission recently passed mission confirmation review and has entered phase A – design and development. SBG will acquire high resolution solar-reflected spectroscopy and thermal infrared observations at a data rate of ~2.5 TB/day and generate products at ~40 TB/day. Given that the per-day volume is greater than NASA’s total extant airborne hyperspectral data collection, collecting, processing, disseminating, and exploiting the SBG data present new challenges. To meet these challenges, we have developed a prototype science pipeline and a full-volume global hyperspectral synthetic data set to help prepare for SBG’s flight (see poster GC42D-0730). Our science pipeline is based on the science processing technology developed for NASA’s Kepler and TESS planet-hunting missions. The pipeline infrastructure, Ziggy, provides a scalable architecture for robust, repeatable, and replicable science and application products that can be run on a range of systems from a laptop to the cloud or a supercomputer. Ziggy is compliant with NASA Procedural Requirement (NPR) 7150.2C, is at a technical readiness level (TRL) of 7 and has been released to github.com/nasa/ziggy. We integrated Ziggy with EO-1/Hyperion workflows to build a prototype pipeline and ingested the 17-year mission archive that provides globally sampled visible through shortwave infrared spectra that are representative of SBG data types and volumes. We fully implemented the first stage and processed the entire 55 TB Hyperion data set from the raw data (Level 0) to top-of-the-atmosphere radiance (Level 1R). We are currently evaluating the ISOFIT atmospheric correction module to convert the L1R data to surface reflectance (Level 2) before reprocessing the full data set to L2. Crosschecks are being performed with RadCalNet as well as with coincident observations by AVIRIS. We are also investigating modern methods for georectifying the Hyperion scenes. Finally, we describe an analysis of the cost to conduct forward processing and reprocessing campaigns for SBG on HECC with dedicated compute and storage resources using the resurrected Hyperion pipeline as a proxy for full-volume SBG data. The analysis demonstrates that SBG L0 data can be processed to L2 on HECC with full reprocessing campaigns every two years for ~$2.6M over a 7-year lifespan. Moreover, 69% of the system capacity would be available for other activities, possibly enabling future open-source science activities, including algorithm development, L3+ processing, .etc.

ESD↗

NASA NTRS1996

A Concept for the Use and Integration of Super-Conducting Magnets in Structural Systems in General and Maglev Guideway Mega-Structures in Particular

Recent breakthroughs in several different fields now make it possible to incorporate the use of superconducting magnets in structures in ways which enhance the performance of structural members or components of structural systems in general and Maglev guideway mega-structures in particular. The building of structural systems which connect appropriately scaled superconducting magnets with the post-tensioned tensile components of beams, girders, or columns would, if coupled with 'state of the art' structure monitoring, feedback and control systems, and advanced computer software, constitute a distinct new generation of structures that would possess the unique characteristic of being heuristic and demand or live-load responsive. The holistic integration of powerful superconducting magnets in structures so that they do actual structural work, creates a class of 'technologically endowed' structures that, in part - literally substitute superconductive electric power and magnetism for concrete and steel. The research and development engineering, and architectural design issues associated with such 'technologically endowed' structural system can now be conceptualized, designed, computer simulates built and tested. The Maglev guideway mega-structure delineated herein incorporates these concepts, and is designed for operation in the median strip of U.S. Interstate Highway 5 from San Diego to Seattle an Vancouver, and possibly on to Fairbanks, Alaska. This system also fits in the median strip of U.S. Interstate Highway 55 and 95 North-South, and 80 and 10, East-West. As a Western Region 'Peace Dividend' project, it could become a National or Bi-National research, design and build, super turnkey project that would create thousands of jobs by applying superconducting, material science, electronic aerospace and other defense industry technologies to a multi-vehicle, multi-use Maglev guideway megastructure that integrates urban mass transit Lower Speed (0-100 mph), High Speed (100-200 mph), Super Speed (200-400 mph), and Hypersonic evacuated tube (400-10,000 mph) Maglev systems.

Ussery, Wilfred T.↗

DOE OSTI2025

A Comprehensive Review of Working Fluids for High-Temperature Heat Pumps: History, Selection, and Evaluation

High-temperature heat pumps (HTHPs) are essential for enhancing energy efficiency across various industrial applications, especially in terms of integrating with renewable energy sources and recovering waste heat. This article thoroughly investigates suitable working fluids for HTHPs, highlighting the evolution from traditional refrigerants to contemporary alternatives with low global warming potential (GWP). It proposes comprehensive selection criteria for these working fluids, pre-selects low-GWP working fluids, and outlines a screening methodology. The pre-selected low-GWP working fluids are evaluated for applications in three typical industrial scenarios involving HTHPs. Furthermore, this study demonstrates that regulatory compliance and environmental impacts significantly influence the development of next-generation refrigerants. The choice of working fluids is closely linked to the types of vapor compression cycles, tailored to the specific industrial applications for HTHPs. This study emphasizes areas for future research, including the development of innovative working fluids; integrated strategies that account for performance, safety, and regulatory standards; alignment of HTHP components; exploration of natural working fluids; and broadening the applications of existing working fluids.

Compression↗

DOE OSTI2022

SSR COST – COmposite Structural Technologies for advanced reactor deployment (Final Scientific/Technical Report)

Moltex is designing a Generation 4 or Advanced nuclear reactor, the molten salt fast spectrum SSR-W. The design intent is to reduce the cost and complexity of the nuclear systems by relying on inherent safety characteristics, instead of engineered systems. One such characteristic as a natural tendency for power to decrease as temperature increases. Another characteristic that improves natural safety is the fact that the working fluids (molten salts) are at atmospheric pressure at operating temperatures. This significantly reduces the need for pressure boundary components and systems. Moltex is highly motivated to develop simple and economic reactors to reduce the carbon intensity and improve energy security of global electricity production. The COST project investigated the opportunities for reducing construction cost of advanced reactors with the adoption of Rigid Elastic Composite Civil works (RECC). The construction design and methods used in currently operational light water power plants would generally be suboptimal for the SSR-W since there is no requirement for civil structures to withstand high pressure accidents such as hydrogen combustion or steam explosion. In parallel to downselecting the most promising RECC-type technology, accident scenarios representing the largest credible challenge to the SSR-W civil and construction design were modelled. The capability of an SSR-W reactor constructed with and without the selected construction technology was evaluated and the consequential licensing challenges identified. A construction schedule and cost estimate of the SSR-W with and without the selected RECC construction technology was developed. Once the above data was collected, then Moltex was able to review the safety performance, license-ability and cost/schedule benefit of applying the preferred construction technology. The CAPEX/NPV benefit was quantified, and the licensing risks and opportunities were documented. Finally, the CAPEX/NPV benefit of the advanced construction technology was modest due to the suitability of traditional stick-built construction for the SSR-W design. However, previously unidentified benefits of the advanced construction technology were revealed during the studies that could credibly de-risk certain aspects of the design to be licensed. Since licensing (duration and delays) are very significant in new build project costs, the cost benefits may be significant. Further studies on the risk reduction of the construction technology are foreseen.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

DOE OSTI2024

DOE Cold Climate Heat Pump Challenge: Development, Metrics, and Early Field Observations

Space heating in residential buildings is a major contributor of Greenhouse Gas (GHG) emissions in the United States. New, advanced electric heat pumps are poised to provide a low carbon alternative to traditional fossil-based heating, especially in colder climates. Widespread deployment of cold climate heat pumps could help address the significant portion of building emissions and primary energy used in American households, but these gains will require broader acceptance from consumers and decision makers. As part of the “Energy, Emissions, and Equity” (E3) initiative, the U.S. Department of Energy launched the Cold Climate Heat Pump Challenge (CCHP) in 2021 to accelerate the deployment of the next generation of air source heat pumps. The Challenge is currently focused on residential, centrally ducted, electric heat pumps, with a nominal cooling capacity greater than or equal to 24,000 Btu/h (2 tons) and less than or equal to 65,000 Btu/h (5 tons). The Challenge specifications represent a best-in-class heat pump product that provides high-efficiency heating performance in cold climates, employs environmentally friendly low-Global Warming Potential (GWP) refrigerants, and is designed to be grid interactive. Spearheaded by DOE in partnership with the US Environmental Protection Agency (EPA) and Natural Resources Canada (NRCan), the CCHP Challenge brings together numerous major heat pump manufacturers and key stakeholders including utilities and state agencies across the country. In addition to performance testing in a laboratory environment, a key component of this research is evaluating the in-field performance of the prototype heat pumps developed as part of the Challenge. This paper will discuss the development of the CCHP Challenge, key performance specifications, and the energy and non-energy metrics that will be evaluated through the field study. The types of data that are being collected from the units installed in homes across North America as part of the field validation will be described, including details about the sensors and data acquisition system. Data cleaning and analysis methodologies will be discussed, along with early observations from the winter 2022-2023, spring and summer performance periods, and an assessment of non-energy metrics through pre- and post-installation homeowner surveys. Challenges uncovered and lessons learned throughout the process will also be discussed. Finally, the paper will discuss next steps for the second winter assessment period, areas needing additional research, and potential applications of the data collected and analyzed through this work.

Mendon, Vrushali V.↗

NASA NTRSDate not supplied

Display and Automation Considerations for the Airborne Collision Avoidance System Xu

In this paper we examine several display and automation considerations of a collision avoidance system that is currently under development: the Airborne Collision Avoidance System (ACAS) Xu. This study builds on previous work conducted as part of NASA’s Unmanned Aircraft Systems (UAS) Integration into the National Airspace System (NAS) project. ACAS Xu represents the next-generation successor to the Traffic Alert and Collision Avoidance System (TCAS II), wherein the Xu variant is intended for UAS applications. Whereas TCAS II exclusively issues RAs in the vertical dimension, a major distinction between ACAS Xu and previous collision avoidance (CA) systems is the introduction of horizontal and “blended” RAs (i.e., RAs with both horizontal and vertical components). This present work was conducted as an engineering analysis involving two parts. In Part 1, a two-by-two, within-subjects study was performed that manipulated how RAs were presented to a pilot situated at a UAS ground control station. Five participants experienced four experimental trials in which text and aural alerting characteristics were manipulated. In Part 2, another five participants experienced four trials in which the levels of automation were manipulated with regard to the CA and return-to-course (RTC) tasks. The results for Part 1 found no effect of display or alerting configuration on pilot performance. However, it was discovered that pilot response time to RAs greatly depended on the RA type. In particular, pilots were quicker to respond to vertical RAs (M = 4.52 seconds) than horizontal (M = 7.42 seconds) and blended (M = 9.68 seconds) RAs in which both dimensions were issued simultaneously. For Part 2 of the study, pilots found both auto-CA and auto-RTC functions equally useful. Most pilots were comfortable with the automation, however responses were mixed. Three of five participants indicated high levels of comfort with the auto-CA function, while two rated their comfort as low. Pilots’ comfort for the auto-RTC functionality was slightly higher: four out of five pilots gave high ratings, while one pilot gave a low rating. Overall, pilots ordinally ranked their preference for automated functions as auto-CA together with auto-RTC (when an aural alert announces a change between CA and RTC states), auto-CA, and auto-CA and RTC (without the aural state-change announcement). Recommendations for improving the display of automation are also discussed.

collision avoidance↗