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

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At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Energizing Robust Sulfur/Lithium Electrochemistry via Nanoscale-Asymmetric-Size Synergism

Sluggish redox kinetics and dendrite growth perplex the fulfillment of efficient electrochemistry in lithium–sulfur (Li–S) batteries. The complicated sulfur phase transformation and sulfur/lithium diversity kinetics necessitate an all-inclusive approach in catalyst design. Herein, a compatible mediator with nanoscale-asymmetric-size configuration by integrating Co single atoms and defective CoTe 2–x (Co SA -CoTe 2–x @NHCF) is elaborately developed for regulating sulfur/lithium electrochemistry synchronously. Substantial electrochemistry and theoretical analyses reveal that CoTe 2–x exhibits higher catalytic activity in long-chain polysulfide transformation and Li 2 S decomposition, while monodispersed Co sites are more effective in boosting sulfur reduction kinetics to regulate Li 2 S deposition. Such cascade catalysis endows Co SA -CoTe 2–x @NHCF with the all-around service of “trapping-conversion-recuperation” for sulfur species during the whole redox reaction. Furthermore, it is demonstrated by in situ transmission electron microscopy that initially formed electronic-conductive Co and ionic-conductive Li 2 Te provide sufficient lithiophilic sites to regulate homogeneous Li plating and stripping with markedly suppressed dendrite growth. Consequently, by coupling the Co SA -CoTe 2–x @NHCF interlayer and Li@Co SA -CoTe 2–x @NHCF anode, the constructed Li–S full batteries deliver superior cycling stability and rate performance, and the flexible pouch cell exhibits stable cycling performance at 0.3 C. In conclusion, the gained insights into the synergistic effect of asymmetric-size structures pave the way for the integrated catalyst design in advanced Li–S systems.

36 MATERIALS SCIENCE↗
DOE OSTI2022

Cryo-EM structure of the diapause chaperone artemin

The protein artemin acts as both an RNA and protein chaperone and constitutes over 10% of all protein in Artemia cysts during diapause. However, its mechanistic details remain elusive since no high-resolution structure of artemin exists. Here we report the full-length structure of artemin at 2.04 Å resolution. The cryo-EM map contains density for an intramolecular disulfide bond between Cys22-Cys61 and resolves the entire C-terminus extending into the core of the assembled protein cage but in a different configuration than previously hypothesized with molecular modeling. We also provide data supporting the role of C-terminal helix F towards stabilizing the dimer form that is believed to be important for its chaperoning activity. We were able to destabilize this effect by placing a tag at the C-terminus to fully pack the internal cavity and cause limited steric hindrance.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2023

A fast Fourier transform-based solver for elastic micropolar composites

This work presents a spectral micromechanical formulation for obtaining the full-field and homogenized response of elastic micropolar composites. The algorithm relies on a coupled set of convolution integral equations for the micropolar strains, where periodic Green’s operators associated with a linear homogeneous reference medium are convolved with functions of the Cauchy and couple stress fields that encode the material’s heterogeneity, as well as any potential material nonlinearity. Such convolution integral equations take an algebraic form in the reciprocal Fourier space that can be solved iteratively. In this vein, the fast Fourier transform (FFT) algorithm is leveraged to accelerate the numerical solution, resulting in a mesh-free formulation in which the periodic unit cell representing the heterogeneous material can be discretized by a regular grid of pixels in two dimensions (or voxels in three dimensions). For verification, the numerical solutions obtained with the micropolar FFT solver are compared with analytical solutions for a matrix with a dilute circular inclusion subjected to plane strain loading. The developed computational framework is then used to study length-scale effects and effective (micropolar) moduli of composites with various topological configurations.

97 MATHEMATICS AND COMPUTING↗
NASA NTRS1995

Advanced Dependent Pressure Vessel (DPV) nickel-hydrogen spacecraft cell and battery design

The dependent pressure vessel (DPV) nickel-hydrogen (NiH2) battery is being developed as a potential spacecraft battery design for both military and commercial satellites. Individual pressure vessel (IPV) NiH2 batteries are currently flying on more than 70 Earth orbital satellites and have accumulated more than 140,000,000 cell-hours in actual spacecraft operation. The limitations of standard NiH2 IPV flight battery technology are primarily related to the internal cell design and the battery packaging issues associated with grouping multiple cylindrical cells. The DPV cell design offers higher specific energy and reduced cost, while retaining the established IPV NiH2 technology flight heritage and database. The advanced cell design offers a more efficient mechanical, electrical and thermal cell configuration and a reduced parts count. The internal electrode stack is a prismatic flat-plate arrangement. The flat individual cell pressure vessel provides a maximum direct thermal path for removing heat from the electrode stack. The cell geometry also minimizes multiple-cell battery packaging constraints by using an established end-plateltie-rod battery design. A major design advantage is that the battery support structure is efficiently required to restrain only the force applied to a portion of the end cell. As the cells are stacked in series to achieve the desired system voltage, this increment of the total battery weight becomes small. The geometry of the DPV cell promotes compact, minimum volume packaging and places all cell terminals along the length of the battery. The resulting ability to minimize intercell wiring offers additional design simplicity and significant weight savings. The DPV battery design offers significant cost and weight savings advantages while providing minimal design risks. Cell and battery level design issues will be addressed including mechanical, electrical and thermal design aspects. A design performance analysis will be presented at both the cell and battery level. The DPV is capable of delivering up to 76 Watt-hours per kilogram (Wh/kg) at the cell level and 70 Wh/kg at the full battery level. This represents a 40 percent increase in specific energy at the cell level and a 60 percent increase in specific energy at the battery level compared to current IPV NiH2 technology.

Coates, Dwaine↗
DOE OSTI2025

Mesh-based super-resolution of fluid flows with multiscale graph neural networks

A graph neural network (GNN) approach is introduced in this work which enables mesh-based three-dimensional super-resolution of fluid flows. In this framework, the GNN is designed to operate not on the full mesh-based field at once, but on localized meshes of elements (or cells) directly. To facilitate mesh-based GNN representations in a manner similar to spectral (or finite) element discretizations, a baseline GNN layer (termed a message passing layer, which updates local node properties) is modified to account for synchronization of coincident graph nodes, rendering compatibility with commonly used element-based mesh connectivities. Furthermore, the architecture is multiscale in nature, and is comprised of a combination of coarse-scale and fine-scale message passing layer sequences (termed processors) separated by a graph unpooling layer. The coarse-scale processor embeds a query element (alongside a set number of neighboring coarse elements) into a single latent graph representation using coarse-scale synchronized message passing over the element neighborhood, and the fine-scale processor leverages additional message passing operations on this latent graph to correct for interpolation errors. Demonstration studies are performed using hexahedral mesh-based data from Taylor–Green Vortex and backward-facing step flow simulations at Reynolds numbers of 1600 and 3200. Through analysis of both global and local errors, the results ultimately show how the GNN is able to produce accurate super-resolved fields compared to targets in both coarse-scale and multiscale model configurations. Reconstruction errors for fixed architectures were found to increase in proportion to the Reynolds number. Geometry extrapolation studies on a separate cavity flow configuration show promising cross-mesh capabilities of the super-resolution strategy.

Backward-facing step↗
NASA NTRS2009

Design Evolution and Verification of the A-3 Chemical Steam Generator

Following is an overview of the Chemical Steam Generator system selected to provide vacuum conditions for a new altitude test facility, the A-3 Test Stand at Stennis Space Center (SSC) in Bay St. Louis, MS. A-3 will serve as NASA s primary facility for altitude testing of the J-2X rocket engine, to be used as the primary propulsion device for the upper stages of the Ares launch vehicles. The Chemical Steam Generators (CSGs) will produce vacuum conditions in the test cell through the production and subsequent supersonic ejection of steam into a diffuser downstream of the J-2X engine nozzle exit. The Chemical Steam Generators chosen have a rich heritage of operation at rocket engine altitude test facilities since the days of the Apollo program and are still in use at NASA White Sands Test Facility (WSTF) in New Mexico. The generators at WSTF have been modified to a degree, but are still very close to the heritage design. The intent for the A-3 implementation is to maintain this heritage design as much as possible, making minimal updates only where necessary to substitute for obsolete parts and to increase reliability. Reliability improvements are especially desired because the proposed system will require 27 generators, which is nine times the largest system installed in the 1960s. Improvements were suggested by the original design firm, Reaction Motors, by NASA SSC and NASA WSTF engineers, and by the A-3 test stand design contractor, Jacobs Technology, Inc. (JTI). This paper describes the range of improvements made to the design to date, starting with the heritage generator and the minor modifications made over time at WSTF, to the modernized configuration which will be used at A-3. The paper will discuss NASA s investment in modifications to SSC s E-2 test facility fire a full-scale Chemical Steam Generator in advance of the larger steam system installation at A-3. Risk mitigation testing will be performed in early 2009 at this test facility to verify that the CSGs operate as expected. The generator which will undergo this testing is of the most recent A-3 configuration, and will be instrumented far in excess of what is normally required for operation. The extra data will allow for easier troubleshooting and more complete knowledge of expected generator performance. In addition, the early testing will give SSC personnel experience in operating the CSG systems, which will expedite the process of installation and activation at A-3. Each Chemical Steam Generator is supported by a complement of valves, instruments, and flow control devices, with the entire assembly called a "module." The generators will be installed in groups of three, historically called "units". A module is so called because of its modular ability to be replaced or serviced without disturbing the other two modules installed on the same unit. A module is pictured in Figure 1, shown with its generator secured by white bands in its shipping (vs. installed) configuration. The heritage system at WSTF is composed of a single unit (three generator modules), pictured in Figure 2 as it was installed in 1965. In contrast, A-3 will have nine units operating in parallel to achieve vacuum conditions appropriate for testing the J-2X engine. Each of the combustors operates in two modes and achieves the so-called "full-steam" mode after all three of its stages ignite. Ignition of the first stage is achieved by exciting a spark plug; the second stage and main stage are lit by the flame front of the previous stage. The main stage burns approximately 97% of the total propellant flow and uses the heat energy to vaporize water into superheated steam. While the main stage remains unlit, the combustor is in so-called "idle" mode. In the WSTF system, this idle mode is not optimized for water usage, and does not need to be, as the water is pumped from a large reservoir. The water supply at A-3 will be contained in tanks with finite volume, so water optimization is preferred for the modnized configuration. Multiple solutions for this issue have been proposed, with the leading concept being a change to the operational definition of "idle mode," with the generator running in a lower heat flux condition.

Kirchner, Casey K.↗
DOE OSTI2021

Encoder–decoder neural network for solving the nonlinear Fokker–Planck–Landau collision operator in XGC

An encoder–decoder neural network has been used to examine the possibility for acceleration of a partial integro-differential equation, the Fokker–Planck–Landau collision operator. This is part of the governing equation in the massively parallel particle-in-cell code XGC, which is used to study turbulence in fusion energy devices. The neural network emphasizes physics-inspired learning, where it is taught to respect physical conservation constraints of the collision operator by including them in the training loss, along with the ℓ 2 loss. In particular, network architectures used for the computer vision task of semantic segmentation have been used for training. A penalization method is used to enforce the ‘soft’ constraints of the system and integrate error in the conservation properties into the loss function. During training, quantities representing the particle density, momentum and energy for all species of the system are calculated at each configuration vertex, mirroring the procedure in XGC. This simple training has produced a median relative loss, across configuration space, of the order of 10 –4 , which is low enough if the error is of random nature, but not if it is of drift nature in time steps. The run time for the current Picard iterative solver of the operator is O(n 2 ), where n is the number of plasma species. As the XGC1 code begins to attack problems including a larger number of species, the collision operator will become expensive computationally, making the neural network solver even more important, especially since its training only scales as O(n). Here, a wide enough range of collisionality has been considered in the training data to ensure the full domain of collision physics is captured. An advanced technique to decrease the losses further will be subject of a subsequent report. Eventual work will include expansion of the network to include multiple plasma species.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS2017

Biomechanical Modeling Analysis of Loads Configuration for Squat Exercise

INTRODUCTION: Long duration space travel will expose astronauts to extended periods of reduced gravity. Since gravity is not present to assist loading, astronauts will use resistive and aerobic exercise regimes for the duration of the space flight to minimize loss of bone density, muscle mass and aerobic capacity that occurs during exposure to a reduced gravity environment. Unlike the International Space Station (ISS), the area available for an exercise device in the next generation of spacecraft for travel to the Moon or to Mars is limited and therefore compact resistance exercise device prototypes are being developed. The Advanced Resistive Exercise Device (ARED) currently on the ISS is being used as a benchmark for the functional performance of these new devices. Biomechanical data collection and computational modeling aid the device design process by quantifying the joint torques and the musculoskeletal forces that occur during exercises performed on the prototype devices. METHODS The computational models currently under development utilize the OpenSim [1] software platform, consisting of open source code for musculoskeletal modeling, using biomechanical input data from test subjects for estimation of muscle and joint loads. The OpenSim Full Body Model [2] is used for all analyses. The model incorporates simplified wrap surfaces, a new knee model and updated lower body muscle parameters derived from cadaver measurements and magnetic resonance imaging of young adults. The upper body uses torque actuators at the lumbar and extremity joints. The test subjects who volunteer for this study are instrumented with reflective markers for motion capture data collection while performing squat exercising on the Hybrid Ultimate Lifting Kit (HULK) prototype device (ZIN Technologies, Middleburg Heights, OH). Ground reaction force data is collected with force plates under the feet, and device loading is recorded through load cells internal to the HULK. Test variables include the applied device load and the dual cable long bar or single cable T-bar interface between the test subject and the device. Data is also obtained using free weights with the identical loading for a comparison to the resistively loaded exercise device trials. The data drives the OpenSim biomechanical model, which has been scaled to match the anthropometrics of the test subject, to calculate the body loads. RESULTS Lower body kinematics, joint moments, joint forces and muscle forces are obtained from the OpenSim biomechanical analysis of the squat exercises under different loading conditions. Preliminary results from the model for the loading conditions will be presented as will hypotheses developed for follow on work.

Human Factors Engineering↗
NASA NTRS2010

The Era of International Space Station Utilization Begins: Research Strategy, International Collaboration, and Realized Potential

With the assembly of the International Space Station (ISS) nearing completion and the support of a full-time crew of six, a new era of utilization for research is beginning. For more than 15 years, the ISS international partnership has weathered financial, technical and political challenges proving that nations can work together to complete assembly of the largest space vehicle in history. And while the ISS partners can be proud of having completed one of the most ambitious engineering projects ever conceived, the challenge of successfully using the platform remains. During the ISS assembly phase, the potential benefits of space-based research and development were demonstrated; including the advancement of scientific knowledge based on experiments conducted in space, development and testing of new technologies, and derivation of Earth applications from new understanding. The configurability and human-tended capabilities of the ISS provide a unique platform. The international utilization strategy is based on research ranging from physical sciences, biology, medicine, psychology, to Earth observation, human exploration preparation and technology demonstration. The ability to complete follow-on investigations in a period of months allows researchers to make rapid advances based on new knowledge gained from ISS activities. During the utilization phase, the ISS partners are working together to track the objectives, accomplishments, and the applications of the new knowledge gained. This presentation will summarize the consolidated international results of these tracking activities and approaches. Areas of current research on ISS with strong international cooperation will be highlighted including cardiovascular studies, cell and plant biology studies, radiation, physics of matter, and advanced alloys. Scientific knowledge and new technologies derived from research on the ISS will be realized through improving quality of life on Earth and future spaceflight endeavours. Extension of the ISS through 2020 and beyond will insure that the benefits of research will be achievable for the International Partnership.

Thumm, Tracy↗
NASA NTRS2019

Acoustic Phased Array Quantification of Quiet Technology Demonstrator 3 Advanced Inlet Liner Noise Component

Acoustic phased array flyover noise measurements were acquired as part of the Boeing 737 MAX-7 NASA Advanced Inlet Liner segment of the Quiet Technology Demonstrator 3 (QTD3) flight test program. This paper reports on the processes used for separating and quantifying the engine inlet, exhaust and airframe noise source components and provides sample phased array-based comparisons of the component noise source levels associated with the inlet liner treatment configurations. Full scale flyover noise testing of NASA advanced inlet liners was conducted as part of the Quiet Technology Demonstrator 3 flight test program in July and August of 2018. Details on the inlet designs and testing are provided in the companion paper of Reference 1. The present paper provides supplemental details relating to the acoustic phased array portion of the analyses provided in Ref. 1. In brief, the test article was a Boeing 737MAX-7 aircraft with a modified right hand (starboard side) engine inlet, which consisted of either a production inlet liner, a NASA designed inlet liner or a simulated hard wall configuration (accomplished by applying speed tape over the inlet acoustic treatment areas). In all three configurations, the engine forward fan case acoustic panel was replaced with a unperforated (hardwall) panel. No other modifications to any other acoustic treatment areas were made. The left hand (port side) engine was a production engine and was flown at idle thrust for all measurements in order to isolate the effects of the inlet liners to the right hand engine. As described in Ref. 1, the NASA inlet treatment consists of laterally cut slots (cut perpendicular to the flow direction) which are designed to reduce excrescence drag while maintaining or exceeding the liner acoustic noise reduction capabilities. The NASA inlet liner consists of a Multi-Degree of Freedom (MDOF) design with two breathable septum layers inserted into each honeycomb cell [1]. The aircraft noise measurements were acquired for both takeoff (flaps 1 setting, gear up) and approach (flaps 30 gear up and gear down) configurations. The inlet and flight test configurations are summarized in Table 1. Table 1: Inlet Treatment and Flight Configurations Inlet Forward Fan Case Aircraft Production Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down NASA Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down Hardwall Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down III.Test Description and Hardware The flight testing was conducted at the Grant County airport in Moses Lake, WA, between 27 July and 6 August 2018. The noise measurement instrumentation included 8 flush dish microphones arranged in a noise certification configuration as well as an 840 microphone phased array. The flush dish microphones were used to quantify the levels and differences in levels between the various inlet treatments. The phased array was used to separate and quantify the narrowband (tonal) and broadband noise component levels from the engine inlet/exhaust and from the airframe. Phased array extraction of the broadband component was critical to this study because it allowed for the separation of the inlet component from the total airplane level noise even when it was significantly below the total level. Figure 1 provides an overview of the phased array microphone layout as well as a detailed image of an individual phased array microphone mounted in a plate holder (the microphone sensor is the dot in the center of the plate). The ground plane ensemble array microphones (referred to as “ensemble array” in this paper) were mounted in plates with “flower petal” edges designed to minimize edge scattering effects. Fig. 1 Flyover test microphone layout. The phased array configuration was the result of a progressive development of concepts originally implemented in Ref. 2 and refined over the following years, consisting namely of multiple multi-arm logarithmic spiral subarrays designed to cover overlapping frequency ranges and optimized for various aircraft emission angles. For the present case, the signals from all 840 microphones were acquired on a single system. The 840 microphones were parsed into 11 primary subarray sets spanning from smallest to largest aperture size and labeled accordingly as “a, b, …, k”, where “a” corresponds to the smallest fielded subarray and “k” corresponds to the largest aperture subarray. The apertures ranged from approximately 10 ft to 427 ft in size (in the flight direction) with the subarrays consisting of between 215 and 312 microphones. Figure 2 shows three such subarrays, k, h and a. As done in Ref. 2, microphones were shared between subarrays in order to reduce total channel count. Fig. 2 Sample subarray sizes (20° from overhead – refer to Figure 3a discussion). In addition to the above, each of the 11 primary subarray sets consisted of four subarrays optimized to provide near equivalent array spatial resolution in both the flight and lateral directions within 30 degrees of overhead (i.e., airplane directly above the center of the array), namely, at angles  of 0, ±10, ±20 and ±30 degrees relative to overhead where angle  is defined as shown in Figure 3a. This allowed for optimized aircraft noise measurements from 60 to 120 degree emission angle.6 An example of this pletharray design is shown in Figure 3b for the k subarray. When the aircraft is at overhead, the microphones indicated by the blue markers are used for beamforming. When the aircraft is at angles ±10 degrees from overhead, both the blue and red colored microphones are used, and so on for the ±20 and ±30 degree aircraft locations. See Ref. 3 for extensive details on pletharray design for aeroacoustic phased array testing. 6 In the discussions that follow, emission angle values are used. These are the angles at the time sound is emitted relative to the engine axis and are calculated based on flight path angle, body aircraft body angle with respect to the relative wind direction, and engine axis angle relative to aircraft body angle.

Brusniak, Leon↗
DOE OSTI2024

Chemical bonding dictates drastic critical temperature difference in two seemingly identical superconductors

Though YB 6 and LaB 6 share the same crystal structure, atomic valence electron configuration, and phonon modes, they exhibit drastically different phonon-mediated superconductivity. YB 6 superconducts below 8.4 K, giving it the second-highest critical temperature of known borides, second only to MgB 2 . LaB 6 does not superconduct until near-absolute zero temperatures (below 0.45 K), however. Though previous studies have quantified the canonical superconductivity descriptors of YB 6 ’s greater Fermi-level (E f ) density of states and higher electron–phonon coupling (EPC), the root of this difference has not been assessed with full detail of the electronic structure. Through chemical bonding, we determine low-lying, unoccupied 4f atomic orbitals in lanthanum to be the key difference between these superconductors. These orbitals, which are not accessible in YB 6 , hybridize with π B–B bonds and bring this π-system lower in energy than the σ B–B bonds otherwise at E f . This inversion of bands is crucial: the optical phonon modes we show responsible for superconductivity cause the σ-orbitals of YB 6 to change drastically in overlap, but couple weakly to the π-orbitals of LaB 6 . These phonons in YB 6 even access a crossing of electronic states, indicating strong EPC. No such crossing in LaB 6 is observed. Finally, a supercell (the M k-point) is shown to undergo Peierls-like effects in YB 6 , introducing additional EPC from both softened acoustic phonons and the same electron-coupled optical modes as in the unit cell. Overall, we find that LaB 6 and YB 6 have fundamentally different mechanisms of superconductivity, despite their otherwise near-identity.

Science & Technology - Other Topics↗
NASA NTRSDate not supplied

Multiphase Simulations of the SLS Launch Environment

NASA’s Space Launch System (SLS), which will send astronauts back to the Moon in the next few years, is powered by four RS-25 engines and two RSRMV solid rocket boosters (SRBs). During launch the SLS propulsion system generates intense acoustics and other powerful waves, such as ignition overpressure (IOP) which, if unmitigated, have the potential to damage the vehicle and possibly cause loss of mission or crew. To protect the vehicle from these powerful waves, the SLS launch pad design includes an ignition overpressure/sound suppression (IOP/SS) system which sprays 270,000 gallons per minute of water very close to the SRB and RS-25 nozzles. The SRB and RS-25 engine plumes, and the proximity of the IOP/SS water, create a complex multiphase (gas and liquid) environment during the SLS ignition sequence. The interplay among these systems creates challenges related to water spray into/onto engine nozzles, potential debris transport, and additional transient loads due to strong plume-water interactions - all of which the SLS vehicle must be able to withstand. Prior to the Artemis I launch, the SLS multiphase liftoff environment was largely unknown due to differences from the Space Shuttle and other programs. Some data was available from tests of individual systems, but no integrated testing or analysis was available. Even post-launch analysis of Artemis I cannot provide a full understanding of the complex physics involved due to limited (or obstructed) camera views and instrumentation. Computational fluid dynamics (CFD) is being used to investigate the details of the multiphase environment which could not be measured, help comprehend the data gathered from the launch, and ultimately identify phenomena that are a concern for future flights. Project Details Engineers at NASA’s Marshall Space Flight Center (MSFC) have executed simulations using the Loci/STREAM-Volume of Fluid (VoF) multiphase CFD solver to understand this environment. Initial efforts successfully validated the CFD solver on various tests, giving confidence to simulate the SLS multiphase liftoff environment prior to the Artemis I launch. The CFD simulation of the SLS ignition sequence was conducted in three phases. First the IOP/SS water system was simulated for approximately 6 seconds to reach a quasi-steady state. Next, the RS-25 engine plumes were activated and held at full power for 1 second. Lastly, the SRB booster was activated and the simulation was carried out until just prior to vehicle motion. This simulation process mimics the conditions that exist at launch. Results and Impact The SLS ignition sequence simulation results provide deep understanding of the underlying physics occuring during launch. Observations from the simulation include reduction of water splashing into/onto the engine nozzles, change in angling of the dense water sheets, and the origin of the powerful ignition overpressure (IOP) wave. These observations directly inform the SLS program on subjects including plume-water induced side loads, debris transport, and the acoustic launch environment. Additionally, with post launch comparison of CFD observations to flight data, these tools can be applied to launch vehicles and environments other than SLS with confidence. Why HPC Matters The SLS ignition sequence CFD simulations are conducted on meshes up to hundreds of millions of cells on thousands of processors for weeks at a time. These simulations generate terabytes of data that must also be stored and archived for future use on HPC systems. Simply put, the CFD simulations would not be possible without NASA HPC resources. What’s Next Comparisons between the Artemis I flight data and the CFD simulations will be continued to both improve confidence in the CFD results and provide deeper understanding into the SLS multiphase launch environment. This will be used to provide insight for decision making for the first manned SLS flight, Artemis II. Future simulations will target new configurations of the SLS IOP/SS water required to support the more powerful variants of the SLS vehicle, such as Block 1B. Additionally, this capability provides NASA the ability to investigate launch environments for vehicles other than SLS to support other missions.

Travis Rivord↗
NASA NTRS2003

Observational Investigation of Solar Interior and Atmosphere

The Imaging Vector Magnetograph (IVM) has been modified to make it easier to observe at more than one spectral line. The cell holding the blocking filter has been replaced by a four-position filter wheel, so that changing to a different line is a matter of a few minutes rather than the several hours it used to take to disassemble the cell and install a new filter. Three new filters have been obtained, for Na 1589.6 nm, Fe 1630.25 nm, and H 1656.3 nm. The new filters have better bandpass profiles than the ones they replaced: somewhat wider, with flatter tops and steeper wings. This results in a reduction of parasitic light coming from adjacent Fabry-Perot orders, from seven percent to about two percent, and flattens the apparent continuum. The Mees CCD Imaging Spectrograph (MCCD) was upgraded under this grant, with a new control computer and data system. The camera was replaced with a faster, larger-format frame-transfer camera. Final integration of the upgrades is not yet complete, but tests indicate that the system cadence will be improved by a factor of five to ten, while increasing the spatial coverage by a factor of two (depending on observation options). Synoptic observations with the IVM and MCCD continue to be conducted daily, to the extent permitted by the fact that we have a single observer responsible for the observations. The older Haleakala Stokes Polarimeter is also used to make a daily vector magnetogram, normally of the region selected by the Reuven Ramaty High Energy Solar Spectroscopic Imager (RHESSI) duty scientists. This instrument, however, is showing its age to the extent that its maintenance is becoming something of a challenge. We also run a white light full-disk imager and a video H alpha prominence camera, continuously during times of observations. Of particular interest, we obtained rapid-cadence observations of the 2003 July 15 white light flare with both the IVM and MCCD. The vector magnetograms show no obvious difference between the preflare and postflare configurations. The photospheric magnetogram sequence and H alpha spectra we obtained can be combined with spacecraft observations to construct a rather detailed picture of the events of this flare. Several papers are in preparation.

Kuhn, Jeffrey R.↗
DOE OSTI2021

MOOSE Framework Meshing Enhancements to Support Reactor Analysis

MOOSE-based physics codes require an input finite element mesh on which the physics solution is calculated, reported, and transferred to other physics codes. The use of difficult-touse, external licensed software is often required to generate high quality meshes for reactor geometries. High-fidelity geometry modeling also requires elaborate tracking of groups of elements for material property assignment and output reporting which can be considerably complex for the user to identify and maintain. Under the U.S. Department of Energy Office of Nuclear Energy Advanced Modeling and Simulation (NEAMS) program, several meshingrelated enhancements have been developed for the MOOSE framework to address user challenges in creating finite element meshes for advanced reactor geometries. MOOSE mesh generators have been developed to mesh hexagonal geometries (pins, ducted assemblies, and cores) commonly found in liquid-metal cooled fast reactor concepts. The mesh generator used for hexagonal pin cells is generic for regular polygons and therefore may also be used for Cartesian pin cells. Hexagonal pin cells can be stitched into ducted assemblies, and assemblies can be stitched together into a core. The user may specify region ids, region names, and other preferences on the mesh. This control is useful for later material mapping in the MOOSE-based physics codes input. A capability was also developed for meshing rotating control drums including determination of material volume fractions in each mesh element as a function of time. Control drum meshes may be stitched to other hexagonal assemblies to create a core configuration. Additional mesh generators were developed that wrap around the hexagonal meshing capabilities and utilize “extra element integer” ID values on each element. In regular Cartesian or hexagonal assemblies or cores, the bookkeeping of element groups for both material assignment and output reporting can now be automated through assignment of pin, assembly, core, axial and depletion id values stored as extra element integers. The extra element tags on the mesh greatly speed the reactor analyst’s efforts to map materials to meshes, track depletion zones, and parse output such as axial pin power distributions. At the highest level, pin, assembly, and core mesh generators (with this reactor terminology) have also been developed to easily generate regular Cartesian and hexagonal cores, including axial extrusion. These reactor geometry builders call upon the previously mentioned capabilities to produce analysis-ready 3D meshes including material assignments. Open source mesh triangulation capabilities were also investigated for integration into the MOOSE framework to address the need for meshing the core periphery region which extends from the irregular outer assembly border to a cylindrical boundary. Options are limited due to licensing constraints, and the recommendation is pursue building a native MOOSE Delaunay triangulator routine with full functionality. Finally, a series of verification problems were performed with NEAMS physics tools. All developed capabilities will be available in the new open-source “Reactor” module of the MOOSE framework, which is accessible to any MOOSE-based NEAMS physics tool.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
NASA NTRS2017

A UAV-Based Fog Collector Design for Fine-Scale Aerobiological Sampling

Airborne microbes are found throughout the troposphere and into the stratosphere. Knowing how the activity of airborne microorganisms can alter water, carbon, and other geochemical cycles is vital to a full understanding of local and global ecosystems. Just as on the land or in the ocean, atmospheric regions vary in habitability; the underlying geochemical, climatic, and ecological dynamics must be characterized at different scales to be effectively modeled. Most aerobiological studies have focused on a high level: 'How high are airborne microbes found?' and 'How far can they travel?' Most fog and cloud water studies collect from stationary ground stations (point) or along flight transects (1D). To complement and provide context for this data, we have designed a UAV-based modified fog and cloud water collector to retrieve 4D-resolved samples for biological and chemical analysis.Our design uses a passive impacting collector hanging from a rigid rod suspended between two multi-rotor UAVs. The suspension design reduces the effect of turbulence and potential for contamination from the UAV downwash. The UAVs are currently modeled in a leader-follower configuration, taking advantage of recent advances in modular UAVs, UAV swarming, and flight planning.The collector itself is a hydrophobic mesh. Materials including Tyvek, PTFE, nylon, and polypropylene monofilament fabricated via laser cutting, CNC knife, or 3D printing were characterized for droplet collection efficiency using a benchtop atomizer and particle counter. Because the meshes can be easily and inexpensively fabricated, a set can be pre-sterilized and brought to the field for 'hot swapping' to decrease cross-contamination between flight sessions or use as negative controls.An onboard sensor and logging system records the time and location of each sample; when combined with flight tracking data, the samples can be resolved into a 4D volumetric map of the fog bank. Collected samples can be returned to the lab for a variety of analyses. Based on a review of existing flight studies, we have identified ion chromatography, metagenomic sequencing, cell staining and quantification, and ATP quantification as high-priority assays for implementation. Support for specific toxicology assays, such as methylmercury quantification, is also planned.

Design↗
NASA NTRS2016

A UAV-Based Fog Collector Design for Fine-Scale Aerobiological Sampling

Airborne microbes are found throughout the troposphere and into the stratosphere. Knowing how the activity of airborne microorganisms can alter water, carbon, and other geochemical cycles is vital to a full understanding of local and global ecosystems. Just as on the land or in the ocean, atmospheric regions vary in habitability; the underlying geochemical, climatic, and ecological dynamics must be characterized at different scales to be effectively modeled. Most aerobiological studies have focused on a high level: 'How high are airborne microbes found?' and 'How far can they travel?' Most fog and cloud water studies collect from stationary ground stations (point) or along flight transects (1D). To complement and provide context for this data, we have designed a UAV-based modified fog and cloud water collector to retrieve 4D-resolved samples for biological and chemical analysis.Our design uses a passive impacting collector hanging from a rigid rod suspended between two multi-rotor UAVs (Unmanned Aerial Vehicles). The suspension design reduces the effect of turbulence and potential for contamination from the UAV downwash. The UAVs are currently modeled in a leader-follower configuration, taking advantage of recent advances in modular UAVs, UAV swarming, and flight planning.The collector itself is a hydrophobic mesh. Materials including Tyvek, PTFE, nylon, and polypropylene monofilament fabricated via laser cutting, CNC knife, or 3D printing were characterized for droplet collection efficiency using a benchtop atomizer and particle counter. Because the meshes can be easily and inexpensively fabricated, a set can be pre-sterilized and brought to the field for 'hot swapping' to decrease cross-contamination between flight sessions or use as negative controls.An onboard sensor and logging system records the time and location of each sample; when combined with flight tracking data, the samples can be resolved into a 4D volumetric map of the fog bank. Collected samples can be returned to the lab for a variety of analyses. Based on a review of existing flight studies, we have identified ion chromatography, metagenomic sequencing, cell staining and quantification, and ATP quantification as high-priority assays for implementation. Support for specific toxicology assays, such as methyl-mercury quantification, is also planned.

Design↗
NASA NTRS2005

Mission Analysis for LEO Microwave Power-Beaming Station in Orbital Launch of Microwave Lightcraft

A detailed mission analysis study has been performed for a 1 km diameter, rechargeable satellite solar power station (SPS) designed to boost 20m diameter, 2400 kg Micr,oWave Lightcraft (MWLC) into low earth orbit (LEO) Positioned in a 476 km daily-repeating oi.bit, the 35 GHz microwave power station is configured like a spinning, thin-film bicycle wheel covered by 30% efficient sola cells on one side and billions of solid state microwave transmitter elements on the other, At the rim of this wheel are two superconducting magnets that can stor,e 2000 G.J of energy from the 320 MW, solar array over a period of several orbits. In preparation for launch, the entire station rotates to coarsely point at the Lightcraft, and then phases up using fine-pointing information sent from a beacon on-board the Lightcraft. Upon demand, the station transmits a 10 gigawatt microwave beam to lift the MWLC from the earth surface into LEO in a flight of several minutes duration. The mission analysis study was comprised of two parts: a) Power station assessment; and b) Analysis of MWLC dynamics during the ascent to orbit including the power-beaming relationships. The power station portion addressed eight critical issues: 1) Drag force vs. station orbital altitude; 2) Solar pressure force on the station; 3) Station orbital lifetime; 4) Feasibility of geo-magnetic re-boost; 5) Beta angle (i..e., sola1 alignment) and power station effective area relationship; 6) Power station percent time in sun vs, mission elapsed time; 7) Station beta angle vs.. charge time; 8) Stresses in station structures.. The launch dynamics portion examined four issues: 1) Ascent mission/trajecto1y profile; 2) MWLC/power-station mission geometry; 3) MWLC thrust angle vs. time; 4) Power station pitch rate during power beaming. Results indicate that approximately 0 58 N of drag force acts upon the station when rotated edge-on to project the minimum frontal area of 5000 sq m. An ion engine or perhaps an electrodynamic thruster (i.e., geomagnetic re-boost) station-keeping system can maintain the orbit altitude. The rate at which the power station s superconducting magnetic energy storage system (SMES) is 'charged' directly relates to the beta angle since the station is operating in the edge-on attitude. The maximum charge rate occurs when the beta angle is at its maximum because time in the sun and projected area of the station are, too, at their maximums For the maximum charge of 2000 G.J with a maximum beta angle of 52 degrees, approximately 3 hours (2 orbital revolutions) are required to reach the full charge, while about 16 hours (10.3 revolutions) are required when the beta angle is 10 degrees. Overall, the LEO station concept appears to be a viable candidate fo1 the formidable power-beaming infrastructure needed to boost MWLC into low earth orbit.

Myrabo, L. N.↗
NASA NTRS2009

Power Sources for Micro-Autonomous Vehicles- Challenges and Prospects

Micro-autonomous vehicle systems are expected to have expanded role in military missions by providing full spectrum intelligence, surveillance and reconnaissance support on the battlefield, suppression of enemy defenses, and enabling co-operative (swarm-like) configurations. Of the numerous demanding requirements of autonomy, sensing, navigation, mobility, etc., meeting the requirement of mission duration or endurance is a very challenging one. This requirement is demanding because of the constraints of mass and volume that limit the quantity of energy that can be stored on-board. Energy is required for mobility, payload operation, information processing, and communication. Mobility requirements typically place an extraordinary demand on the specific energy (Wh/kg) and specific power (W/kg) of the power source; the actual distribution of the energy between mobility and other system functions could vary substantially with the mission type. The power requirements for continuous mobility can vary from 100-1000 W/kg depending on the terrain, ground speed and flight speed. Even with the power source accounting for 30% of the mass of the vehicle, the best of rechargeable batteries can provide only up to 1-2 hours of run-time for a continuous power demand at 100W/kg. In the case of micro-aerial vehicles with flight speed requirements in the range of 5-15 m s-1, the mission times rarely exceed 20 minutes [2]. Further, the power required during take-off and hover can be twice or thrice that needed for steady level flight, and thus the number and sequence of such events is also limited by the mass and size of the power source. For operations such as "perch and stare" or "silent watch" the power demand is often only a tenth of that required during continuous flight. Thus, variation in power demand during various phases of the mission importantly affects the power source selection.

fuel cells↗