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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2016

Effect of heavy metal layer thickness on spin-orbit torque and current-induced switching in Hf|CoFeB|MgO structures

We study the heavy metal layer thickness dependence of the current-induced spin-orbit torque (SOT) in perpendicularly magnetized Hf|CoFeB|MgO multilayer structures. The damping-like (DL) current-induced SOT is determined by vector anomalous Hall effect measurements. A non-monotonic behavior in the DL-SOT is found as a function of the thickness of the heavy-metal layer. The sign of the DL-SOT changes with increasing the thickness of the Hf layer in the trilayer structure. As a result, in the current-driven magnetization switching, the preferred direction of switching for a given current direction changes when the Hf thickness is increased above ∼7 nm. Although there might be a couple of reasons for this unexpected behavior in DL-SOT, such as the roughness in the interfaces and/or impurity based electric potential in the heavy metal, one can deduce a roughness dependence sign reversal in DL-SOT in our trilayer structure.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2016

Interface-driven spin-torque ferromagnetic resonance by Rashba coupling at the interface between nonmagnetic materials

The Rashba-Edelstein effect stems from the interaction between the electron's spin and its momentum induced by spin-orbit interaction at an interface or a surface. It was shown that the inverse Rashba-Edelstein effect can be used to convert a spin current into a charge current. Here, we demonstrate the reverse process of a charge-to spin-current conversion at a Bi/Ag Rashba interface. We show that this interface-driven spin current can drive an adjacent ferromagnet to resonance. We employ a spin-torque ferromagnetic resonance excitation/detection scheme which was developed originally for a bulk spin-orbital effect, the spin Hall effect. In our experiment, the direct Rashba-Edelstein effect generates an oscillating spin current from an alternating charge current driving the magnetization precession in a neighboring permalloy (Py, Ni 80 Fe 20 ) layer. As a result, electrical detection of the magnetization dynamics is achieved by a rectificationmechanism of the time dependent multilayer resistance arising from the anisotropic magnetoresistance.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1998

Atmospheric Torques on the Solid Earth and Oceans Based on the GEOS-1 General Circulation Model

The GEOS-1 general circulation model has been used to compute atmospheric torques on the oceans and solid Earth for the period 1980-1995. The time series for the various torque components have been analyzed by means of Fourier transform techniques. It was determined that the wind stress torque over land is more powerful than the wind stress torque over water by 55%, 42%, and 80% for the x, y, and z components respectively. This is mainly the result of power in the high frequency range. The pressure torques due to polar flattening, equatorial ellipticity, marine geoid, and continental orography were computed. The orographic or "mountain torque" components are more powerful than their wind stress counterparts (land plus ocean) by 231% (x), 191% (y), and 77% (z). The marine pressure torques due to geoidal undulations are much smaller than the orographic ones, as expected. They are only 3% (x), 4% (y), and 5% (z) of the corresponding mountain torques. The geoidal pressure torques are approximately equal in magnitude to those produced by the equatorial ellipticity of the Earth. The pressure torque due to polar flattening makes the largest contributions to the atmospheric torque budget. It has no zonal component, only equatorial ones. Most of the power of the latter, between 68% and 69%, is found in modes with periods under 15 days. The single most powerful mode has a period of 361 days. The gravitational torque ranks second in power only to the polar flattening pressure torque. Unlike the former, it does produce a zonal component, albeit much smaller (1%) than the equatorial ones. The gravitational and pressure torques have opposite signs, therefore, the gravitational torque nullifies 42% of the total pressure torque. Zonally, however, the gravitational torque amounts to only 6% of the total pressure torque. The power budget for the total atmospheric torque yields 7595 and 7120 Hadleys for the equatorial components and 966 Hadleys for the zonal. The x-component exhibits a large mean value (1811 H), mainly the result of polar flattening pressure torque acting on the ocean surfaces. Atmospheric torque modes with periods of 408, 440, and 476 days appear in the spectrum of the equatorial components.

Sanchez, Braulio V.↗
NASA NTRS1999

Atmospheric Torques on the Solid Earth and Oceans Based on the GEOS-1 General Circulation Model

The GEOS-1 general circulation model has been used to compute atmospheric torques on the oceans and solid Earth for the period 1980-1995. The time series for the various torque components have been analyzed by means of Fourier transform techniques. It was determined that the wind stress torque over land is more powerful than the wind stress torque over water by 55\%, 42\%, and 80\t for the x, y, and z components respectively. This is mainly the result of power in the high frequency range. The pressure torques due to polar flattening, equatorial ellipticity, marine geoid, and continental orography were computed. The orographic or "mountain torque" components are more powerful than their wind stress counterparts (land plus ocean) by 231\% (x), 191\% (y), and 77\% (z). The marine pressure torques due to geoidal undulations are much smaller than the orographic ones, as expected. They are only 3\% (x), 4\% (y), and 5\% (z) of the corresponding mountain torques. The geoidal pressure torques are approximately equal in magnitude to those produced by the equatorial ellipticity of the Earth. The pressure torque due to polar flattening makes the largest contributions to the atmospheric'torque budget. It has no zonal component, only equatorial ones. Most of the power of the latter, between 68\% and 69 %, is found in modes with periods under 15 days. The single most powerful mode has a period of 361 days. The gravitational torque ranks second in power only to the polar flattening pressure torque. Unlike the former, it does produce a zonal component, albeit much smaller (1\ ) than the equatorial ones. The gravitational and pressure torques have opposite signs, therefore, the gravitational torque nullifies 42\% of the total pressure torque. Zonally, however, the gravitational torque amounts to only 6\% of the total pressure torque. The power budget for the total atmospheric torque yields 7595 and 7120 Hadleys for the equatorial components and 966 Hadleys for the zonal. The x-component exhibits a large mean value (1811 H), mainly the result of polar flattening pressure torque acting on the ocean surfaces. Atmospheric torque modes with periods of 408, 440, and 476 days appear in the spectrum of the equatorial components.

Sanchez, Braulio↗
NASA NTRS2007

Determining a Method of Enabling and Disabling the Integral Torque in the SDO Science and Inertial Mode Controllers

During design of the SDO Science and Inertial mode PID controllers, the decision was made to disable the integral torque whenever system stability was in question. Three different schemes were developed to determine when to disable or enable the integral torque, and a trade study was performed to determine which scheme to implement. The trade study compared complexity of the control logic, risk of not reenabling the integral gain in time to reject steady-state error, and the amount of integral torque space used. The first scheme calculated a simplified Routh criterion to determine when to disable the integral torque. The second scheme calculates the PD part of the torque and looked to see if that torque would cause actuator saturation. If so, only the PD torque is used. If not, the integral torque is added. Finally, the third scheme compares the attitude and rate errors to limits and disables the integral torque if either of the errors is greater than the limit. Based on the trade study results, the third scheme was selected. Once it was decided when to disable the integral torque, analysis was performed to determine how to disable the integral torque and whether or not to reset the integrator once the integral torque was reenabled. Three ways to disable the integral torque were investigated: zero the input into the integrator, which causes the integral part of the PID control torque to be held constant; zero the integral torque directly but allow the integrator to continue integrating; or zero the integral torque directly and reset the integrator on integral torque reactivation. The analysis looked at complexity of the control logic, slew time plus settling time between each calibration maneuver step, and ability to reject steady-state error. Based on the results of the analysis, the decision was made to zero the input into the integrator without resetting it. Throughout the analysis, a high fidelity simulation was used to test the various implementation methods.

Vess, Melissa F.↗
NASA NTRS1993

Torque equilibrium attitudes for the Space Station

All spacecraft orbiting in a low earth orbit (LEO) experience external torques due to environmental effects. Examples of these torques include those induced by aerodynamic, gravity-gradient, and solar forces. It is the gravity-gradient and aerodynamic torques that produce the greatest disturbances to the attitude of a spacecraft in LEO, and large asymmetric spacecraft, such as the space station, are affected to a greater degree because the magnitude of the torques will, in general, be larger in proportion to the moments of inertia. If left unchecked, these torques would cause the attitude of the space station to oscillate in a complex manner and the resulting motion would destroy the micro-gravity environment as well as prohibit the orbiter from docking. The application of control torques will maintain the proper attitude, but the controllers have limited momentum capacity. When any controller reaches its limit, propellant must then be used while the device is reset to a zero or negatively-biased momentum state. Consequently, the rate at which momentum is accumulated is a significant factor in the amount of propellant used and the frequency of resupply necessary to operate the station. A torque profile in which the area curve for a positive torque is not equal to the area under the curve for a negative torque is 'biased,' and the consequent momentum build-up about that axis is defined as secular momentum because it continues to grow with time. Conversely, when the areas are equal, the momentum is cyclic and bounded. A Torque Equilibrium Attitude (TEA) is thus defined as an attitude at which the external torques 'balance' each other as much as possible, and which will result in lower momentum growth in the controllers. Ideally, the positive and negative external moments experienced by a spacecraft at the TEA would exactly cancel each other out and small cyclic control torques would be required only for precise attitude control. Over time, the only momentum build-up in the controllers would be due to electro-mechanical losses within the device. However, the atmospheric torques are proportional to the density of the atmosphere and the density varies with the orbital position, time of day, time of year, and the solar cycle. In addition, there are unmodeled disturbances and uncertainties in the mass and inertias. Therefore, there is no constant attitude that will completely balance the environmental torques and the dynamic TEA cannot be solved in closed form. The objective of this research was to determine a method to calculate a dynamic TEA such that the rate of momentum build-up in the controllers would be minimized and to implement this method in the MATRIX(x) simulation software by Integrated Systems, Inc.

Thompson, Roger C.↗
NASA NTRSDate not supplied

Solar Sail Torque Model Characterization for the Near Earth Asteroid Scout Mission

Near Earth Asteroid Scout (NEA Scout) was a mission to test solar sail propulsion for orbital transfer from cislunar space to flyby and image an asteroid. Had it succeeded, one of the mission goals was to characterize the solar torque on the sail to ensure successful attitude control for the orbit transfer and imaging the asteroid. The simulation used to develop the flight attitude control software uses the generalized model for solar sails, a tensor equation of the forces and torques on sails of arbitrary shape. Rios-Reyes and Scheeres developed a general process to update the torque tensor coefficients using estimates of sail torque over a range of directions to the sun. Their process was adapted and implemented for the specific case of NEA Scout using spacecraft telemetry collected during sail characterization maneuvers in combination with simulation models and parameters. The NEA Scout maneuvers were limited to the operating range of the mission and constraints of the control hardware and allowed safe testing of each attitude before proceeding to the next. The NEA Scout reaction wheel speeds are used to measure accumulated momentum, while the Active Mass Translator (AMT) position is used to subtract out the torque from the center of mass crossed with the sail force and isolate the torque from only the sail shape. The process was tested by running attitude control simulations of the characterization maneuvers, generating simulated telemetry, estimating the solar torques, then using a least squares estimating the solar torque coefficients using least-squares and then performing a least-squares fit to the solar torque tensor coefficients. These estimated coefficients were tested by evaluating the solar torques under the same conditions as the simulated telemetry and comparing to the true simulated torques. Solar force model updates can be performed separately by observing the effect of the sail on the trajectory, and the torque model can be refined using those solar force updates. This process met the needs of the NEA Scout mission and can be adapted to characterize the solar torque for other missions with different sails.

solar sail↗
NASA NTRSDate not supplied

Solar Sail Torque Model Characterization for the Near Earth Asteroid Scout Mission

Near Earth Asteroid Scout (NEA Scout) was a mission to test solar sail propulsion for orbital transfer from cislunar space to flyby and image an asteroid. One of the goals of the mission was to characterize the solar torque on the sail to ensure successful attitude control for the orbit transfer and imaging the asteroid. The simulation used to develop the flight attitude control software uses the generalized model for solar sails, a tensor equation of the forces and torques on sails of arbitrary shape. Rios-Reyes and Scheeres developed a general process to update the torque tensor coefficients using estimates of sail torque over a range of directions to the sun. Their process was adapted and implemented for the specific case of NEA Scout using spacecraft telemetry collected during sail characterization maneuvers in combination with simulation models and parameters. The NEA Scout maneuvers were limited to the operating range of the mission and constraints of the control hardware and allowed safe testing of each attitude before proceeding to the next. The NEA Scout reaction wheel speeds are used to measure accumulated momentum, while the Active Mass Translator (AMT) position is used to subtract out the torque from the center of mass crossed with the sail force and isolate the torque from only the sail shape. The process was tested by running attitude control simulations of the characterization maneuvers, generating simulated telemetry, estimating the solar torques, then using a least squares estimating the solar torque coefficients using least-squares and then performing a least-squares fit to the solar torque tensor coefficients. These estimated coefficients were tested by evaluating the solar torques under the same conditions as the simulated telemetry and comparing to the true simulated torques. Solar force model updates can be performed separately by observing the effect of the sail on the trajectory, and the torque model can be refined using those solar force updates. This process met the needs of the NEA Scout mission and can be adapted to characterize the solar torque for other missions with different sails.

solar sail↗