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NASA NTRSDate not supplied

Al-Cu-Zn-Mg Alloy for Additive Manufacturing by Electron Beam Deposition

The application of fusion-based additive manufacturing (AM) to aircraft structural components is limited by the lack of high-strength aluminum alloys optimized for AM processing. High strength aluminum alloys (such as 7050-T7451) are difficult to process by AM because of their solidification cracking susceptibility and loss of volatile alloying elements such as Zn and Mg. The performance of a proprietary Al-Cu-Zn-Mg alloy wire feedstock was evaluated for AM utilizing electron beam deposition. Deposit microstructure, composition, occurrence of porosity and cracking, and post-heat treatment tensile and fracture toughness were correlated with deposition parameters. Post-heat treatment strength, ductility, and fracture toughness were lower than typical values for wrought 7050-T7451, related to significant losses of Zn and Mg and to porosity. Recommendations are offered for modifications to wire feedstock composition and adjustments to deposition conditions and heat treatment to enable AM of electron beam deposited material that has strength comparable to 7050-T7451 wrought products.

Al-Cu-Zn-Mg alloy, electron beam deposition, mecha↗
NASA NTRS2001

Fusion for Space Propulsion

There is little doubt that humans will attempt to explore and develop the solar system in this century. A large amount of energy will be required for accomplishing this. The need for fusion propulsion is discussed. For a propulsion system, there are three important thermodynamical attributes: (1) The absolute amount of energy available, (2) the propellant exhaust velocity, and (3) the jet power per unit mass of the propulsion system (specific power). For human exploration and development of the solar system, propellant exhaust velocity in excess of 100 km/s and specific power in excess of 10 kW/kg are required. Chemical combustion can produce exhaust velocity up to about 5 km/s. Nuclear fission processes typically result in producing energy in the form of heat that needs to be manipulated at temperatures limited by materials to about 2,800 K. Using the energy to heat a hydrogen propellant increases the exhaust velocity by only a factor of about two. Alternatively the energy can be converted into electricity which is then used to accelerate particles to high exhaust velocity. The necessary power conversion and conditioning equipment, however, increases the mass of the propulsion system for the same jet power by more than two orders of magnitude over chemical system, thus greatly limits the thrust-to-weight ratio attainable. The principal advantage of the fission process is that its development is relatively mature and is available right now. If fusion can be developed, fusion appears to have the best of all worlds in terms of propulsion - it can provide the absolute amount, the propellant exhaust velocity, and the high specific jet power. An intermediate step towards pure fusion propulsion is a bimodal system in which a fission reactor is used to provide some of the energy to drive a fusion propulsion unit. The technical issues related to fusion for space propulsion are discussed. The technical priorities for developing and applying fusion for propulsion are somewhat different from those for terrestrial electrical power generation. Thus fusion schemes that are initially attractive for electrical power generation might not necessarily be attractive also for propulsion and vice versa, though the underlying fusion science and engineering enjoy much overlap. Parallel efforts to develop these qualitatively differently fusion schemes for the two applications could benefit greatly from each other due to the synergy in the underlying physics and engineering. Pulsed approaches to fusion have not been explored to the same degree as steady-state or long-pulse approaches to fusion in the fusion power research program. The concerns early on were several. One was that the pulsed power components might not have the service lifetimes meeting the requirements of a practical power generating plant. Another was that, for many pulsed fusion schemes, it was not clear whether the destruction of hardware per pulse could be minimized or eliminated or recycled to such an extent as to make economical electrical power generation feasible, Significant development of the underlying pulsed power component technologies have occurred in the last two decades because of defense and other energy requirements. The state of development of the pulsed power technologies are sufficiently advanced now to make it compelling to visit or re-visit pulsed fusion approaches for application to propulsion where the cost of energy is not so demanding a factor as in the case of terrestrial power application. For propulsion application, the overall mass of the fusion system is the critical factor. Producing fusion reactions require extreme states of matter. Conceptually, these extreme states of matter are more readily realizable in the pulsed states, at least within appropriate bounds, than in the steady states. Significant saving in system mass may result in such systems. Magnetic fields are effective in confining plasma energy, whereas inertial compression is an effective way of heating and containing the plasma. Intensive research in developing magnetic energy containment and inertial plasma compression are being pursued in distinctively different fusion experiments in the terrestrial fusion power program. Fusion schemes that attempt to combine the favorable attributes of these two aspects into one single integrated fusion scheme appear to have benefits that are worth exploring for propulsion application.

Thio, Y. C. Francis↗
NASA NTRS2004

Autonomous Propulsion System Technology Being Developed to Optimize Engine Performance Throughout the Lifecycle

The goal of the Autonomous Propulsion System Technology (APST) project is to reduce pilot workload under both normal and anomalous conditions. Ongoing work under APST develops and leverages technologies that provide autonomous engine monitoring, diagnosing, and controller adaptation functions, resulting in an integrated suite of algorithms that maintain the propulsion system's performance and safety throughout its life. Engine-to-engine performance variation occurs among new engines because of manufacturing tolerances and assembly practices. As an engine wears, the performance changes as operability limits are reached. In addition to these normal phenomena, other unanticipated events such as sensor failures, bird ingestion, or component faults may occur, affecting pilot workload as well as compromising safety. APST will adapt the controller as necessary to achieve optimal performance for a normal aging engine, and the safety net of APST algorithms will examine and interpret data from a variety of onboard sources to detect, isolate, and if possible, accommodate faults. Situations that cannot be accommodated within the faulted engine itself will be referred to a higher level vehicle management system. This system will have the authority to redistribute the faulted engine's functionality among other engines, or to replan the mission based on this new engine health information. Work is currently underway in the areas of adaptive control to compensate for engine degradation due to aging, data fusion for diagnostics and prognostics of specific sensor and component faults, and foreign object ingestion detection. In addition, a framework is being defined for integrating all the components of APST into a unified system. A multivariable, adaptive, multimode control algorithm has been developed that accommodates degradation-induced thrust disturbances during throttle transients. The baseline controller of the engine model currently being investigated has multiple control modes that are selected according to some performance or operational criteria. As the engine degrades, parameters shift from their nominal values. Thus, when a new control mode is swapped in, a variable that is being brought under control might have an excessive initial error. The new adaptive algorithm adjusts the controller gains on the basis of the level of degradation to minimize the disruptive influence of the large error on other variables and to recover the desired thrust response.

Litt, Jonathan S.↗
NASA NTRS2024

Extreme Temperature Additively Manufactured GRX-810 Alloy Development and Hot-fire Testing for Liquid Rocket Engines

Additive manufacturing (AM) has revolutionized component design for liquid rocket engines by offering rapid manufacturing capabilities. This has led to significant opportunities for development and flight programs in the propulsion industry, resulting in cost and schedule savings, as well as performance improvements through new designs and alloy development. A noteworthy example is the GRX-810 oxide dispersion strengthened (ODS) alloy, which was specifically developed for extreme temperatures. This Ni-Co-Cr based alloy was created using integrated computational materials engineering (ICME) techniques to focus on a new class of materials with exceptional temperature and oxidation-resistant properties. The GRX-810 alloy utilizes AM processes to incorporate nano-scale yttria particles throughout its microstructure, resulting in remarkable enhancements. Compared to traditional Nickel-based superalloys, the GRX-810 alloy offers a two-fold increase in tensile strength, 1,000-fold better creep properties, and two-fold improvement in oxidation resistance. NASA successfully demonstrated the development and manufacturing of components using the GRX-810 alloy through laser powder bed fusion (L-PBF) and laser powder directed energy deposition (LP-DED) processes. Extensive efforts were made to model, evaluate metallurgical properties, develop heat treatment processes, characterize the microstructure, and determine mechanical properties. The GRX-810 alloy was specifically designed for aerospace applications, including liquid rocket engine injectors, preburners, turbines, and hot-section components, capable of withstanding temperatures up to 1,100 °C. The objective of this alloy development is to bridge the temperature gap between traditional Nickel-based superalloys and refractory alloys. This paper provides a comprehensive comparison of the GRX-810 alloy with other aerospace alloys, discussing its microstructure, mechanical properties, processing advancements, component development, and hot-fire testing results. The ultimate goal of this development was to elevate the Technology Readiness Level (TRL) of the GRX-810 alloy, enabling its integration into NASA and commercial aerospace applications.

GRX-810↗
NASA NTRS2024

Extreme Temperature Additively Manufactured GRX-810 Alloy Development and Hot-fire Testing for Liquid Rocket Engines

Additive manufacturing (AM) has revolutionized component design for liquid rocket engines by offering rapid manufacturing capabilities. This has led to significant opportunities for development and flight programs in the propulsion industry, resulting in cost and schedule savings, as well as performance improvements through new designs and alloy development. A noteworthy example is the GRX-810 oxide dispersion strengthened (ODS) alloy, which was specifically developed for extreme temperatures. This Ni-Co-Cr based alloy was created using integrated computational materials engineering (ICME) techniques to focus on a new class of materials with exceptional temperature and oxidation-resistant properties. The GRX-810 alloy utilizes AM processes to incorporate nano-scale yttria particles throughout its microstructure, resulting in remarkable enhancements. Compared to traditional Nickel-based superalloys, the GRX-810 alloy offers a two-fold increase in tensile strength, 1,000-fold better creep properties, and two-fold improvement in oxidation resistance. NASA successfully demonstrated the development and manufacturing of components using the GRX-810 alloy through laser powder bed fusion (L-PBF) and laser powder directed energy deposition (LP-DED) processes. Extensive efforts were made to model, evaluate metallurgical properties, develop heat treatment processes, characterize the microstructure, and determine mechanical properties. The GRX-810 alloy was specifically designed for aerospace applications, including liquid rocket engine injectors, preburners, turbines, and hot-section components, capable of withstanding temperatures up to 1,100 °C. The objective of this alloy development is to bridge the temperature gap between traditional Nickel-based superalloys and refractory alloys. This paper provides a comprehensive comparison of the GRX-810 alloy with other aerospace alloys, discussing its microstructure, mechanical properties, processing advancements, component development, and hot-fire testing results. The ultimate goal of this development was to elevate the Technology Readiness Level (TRL) of the GRX-810 alloy, enabling its integration into NASA and commercial aerospace applications.

GRX-810↗
NASA NTRS1999

Instellar Exploration: Propulsion Options for Precursors and Beyond

NASA is considering a mission to explore near-interstellar space early in the next decade as the first step toward a vigorous interstellar exploration program. A key enabling technology for such an ambitious science and exploration effort is the development of propulsion systems capable of providing fast trip times; mission duration should not exceed the professional lifetime of the investigative team. Advanced propulsion technologies that might support an interstellar precursor mission early in the next century include some combination of solar sails, nuclear electric propulsion systems, and aerogravity assists. Follow-on missions to far beyond the heliopause will require the development of propulsion technologies that are only at the conceptual stage today. These include 1) matter-antimatter annihilation, 2) beamed-energy sails, and 3) fusion systems. For years, the scientific community has been interested in the development of solar sail technology to support exploration of the inner and outer planets. Progress in thin-film technology and the development of technologies that may enable the remote assembly of large sails in space are only now maturing to the point where ambitious interstellar precursor missions can be considered. Electric propulsion is now being demonstrated for planetary exploration by the Deep Space 1 mission. The primary issues for it's adaptation to interstellar precursor applications include the nuclear reactor that would be required and the engine lifetime. For further term interstellar missions, matter-antimatter annihilation propulsion system concepts have the highest energy density of any propulsion systems using onboard propellants. However, there are numerous challenges to production and storage of antimatter that must be overcome before it can be seriously considered for interstellar flight. Off-board energy systems (laser sails) are candidates for long-distance interstellar flight but development of component technologies and necessary infrastructure have not begun.. Fusion propulsion has been studied extensively. However, fusion technology is still considered immature, even after many decades of well-funded research. Furthermore, fusion alone does not offer high enough energy density to make it a viable candidate for interstellar propulsion unless propellant can be collected in situ, as was considered by R. Bussard for his interstellar ramjet concept. The current research in investigating these propulsion systems will be described, and the range of application of each technology will be explored.

Johnson, Charles Les↗
NASA NTRS1989

Establishing laboratory standards for biological flight experiments

The general objective of this research was to assess the effects of exposure to simulated microgravity on ultrastructural aspects of the contractile system in chicken skeletal muscle cells. This general objective had two specific experimental components: (1) the progression of changes in cell morphology, fusion, and patterns of contractile filament organization in muscle cell cultures grown in hollow fibers in the Clinostat were evaluated, with appropriate controls; (2) to initiate experiments in which muscle cells were grown on the surface of microcarrier beads. The ultimate objective of this second portion of the work is to determine if these beads can be rotated in a bioreactor and thereby obtain a more accurate approximation of the effects of simulated microgravity on differentiated muscle cells.

Young, Ronald B.↗
NASA NTRS1999

3-D VLSI Architecture Implementation for Data Fusion Problems

This paper gives an overview of hardware implementation techniques employed in solving real-time classification problems using Neural Network, Principle Component Analysis (PCA), and Independent Component Analysis (ICA) techniques.

3-D VLSI architecture data fusion neural networks↗
NASA NTRS2015

Desensitized Optimal Filtering and Sensor Fusion Toolkit

Analytical Mechanics Associates, Inc., has developed a software toolkit that filters and processes navigational data from multiple sensor sources. A key component of the toolkit is a trajectory optimization technique that reduces the sensitivity of Kalman filters with respect to model parameter uncertainties. The sensor fusion toolkit also integrates recent advances in adaptive Kalman and sigma-point filters for non-Gaussian problems with error statistics. This Phase II effort provides new filtering and sensor fusion techniques in a convenient package that can be used as a stand-alone application for ground support and/or onboard use. Its modular architecture enables ready integration with existing tools. A suite of sensor models and noise distribution as well as Monte Carlo analysis capability are included to enable statistical performance evaluations.

Karlgaard, Christopher D.↗
NASA NTRS2014

Manufacturing Challenges Associated with the Use of Metal Matrix Composites in Aerospace Structures

Metal Matrix Composites (MMCs) consist of a metal alloy reinforced with ceramic particles or fibers. These materials possess a very high strength to weight ratio, good resistance to impact and wear, and a number of other properties which make them attractive for use in aerospace and defense applications. MMCs have found use in the space shuttle orbiter's structural tubing, the Hubble Space Telescope's antenna mast, control surfaces and propulsion systems for aircraft, and tank armors. The size of MMC components is severely limited by difficulties encountered in joining these materials using fusion welding. Melting of the material results in formation of an undesirable phase (formed when molten Aluminum reacts with the reinforcement) which leaves a strength depleted region along the joint line. Friction Stir Welding (FSW) is a relatively nascent solid state joining technique developed at The Welding Institute (TWI) in 1991. The process was first used at NASA to weld the super lightweight external tank for the Space Shuttle. Today FSW is used to join structural components of the Delta IV, Atlas V, and Falcon IX rockets as well as NASA's Orion Crew Exploration Vehicle and Space Launch System. A current focus of FSW research is to extend the process to new materials, such as MMCs, which are difficult to weld using conventional fusion techniques. Since Friction Stir Welding occurs below the melting point of the workpiece material, this deleterious phase is absent in FSW-ed MMC joints. FSW of MMCs is, however, plagued by rapid wear of the welding tool, a consequence of the large discrepancy in hardness between the steel tool and the reinforcement material. This chapter summarizes the challenges encountered when joining MMCs to themselves or to other materials in structures. Specific attention is paid to the influence of process variables in Friction Stir Welding on the wear process characterizes the effect of process parameters (spindle speed, traverse rate, and length of joint) on the wear process. A phenomenological model of the wear process was constructed based on the rotating plug model of Friction Stir Welding. The effectiveness of harder tool materials (such as Tungsten Carbide, high speed steel, and tools with diamond coatings) to combat abrasive wear is also explored. In-process force, torque, and vibration signals are analyzed to assess the feasibility of in situ monitoring of tool shape changes as a result of wear (an advancement which would eliminate the need for off-line evaluation of tool condition during joining). Monitoring, controlling, and reducing tool wear in FSW of MMCs is essential to implementation of these materials in structures (such as launch vehicles) where they would be of maximum benefit. The work presented here is extendable to machining of MMCs, where wear of the tool is also a limiting factor.

Prater, Tracie↗
NASA NTRS2020

A Computational Study to Investigate the Effect of Defect Geometries on the Fatigue Crack Driving Forces in Powder-Bed AM Materials

Powder-bed additive manufacturing (AM) processes are associated with the formation of multiple types of process-specific pores, including but not limited to lack-of-fusion (LoF) and keyhole pores. The performance of an AM component is dependent on the type of pores, their density and their proximity to the free surface, and other heterogeneities in the microstructure. In order to characterize the influence of porosity on the mechanical behavior of AM materials, it is imperative to quantitatively analyze the heterogeneous strain accumulation in the vicinity of porosity. Process-specific microstructure models are generated using SPPARKS, an open-source process simulation code. Spherical keyhole or irregular LoF pores are embedded into the microstructure models, which are meshed and input into a finite element code, ScIFEN, to solve for the heterogeneous strain localization in the vicinity of the pores. Given the non-smooth geometries of LoF pores, they readily promote strain accumulation in their vicinity thereby increasing the propensity of initiating fatigue cracks.

Saikumar R Yeratapally↗
NASA NTRSDate not supplied

Parameterized Study of Heat Load Trends in a Subscale Rotating Detonation Rocket Engine

NASA has developed a subscale rotating detonation rocket engine platform, enabling rapid parameterization of components and their associated performances. A major performance metric of interest for RDREs is the total heat absorbed at a given operating condition and wave mode operation. To investigate this, several sets of hardware were produced to have variation of the contraction ratio, injector geometry, and length. A wide range of total mass flow rates and mixture ratios were also explored using gaseous methane/oxygen. All hardware was produced using laser powder bed fusion GRCop-42, GRX-810, or C-103 alloys depending on the component cooling requirements. Outer and inner body hardware were made from GRCop-42 where heat fluxes were expected to be high and were water cooled through integrated coolant channels. Nozzles were made from C-103 which are radiatively cooled. Finally, the injectors were produced using GRCop-42 or GRX-810 as passive cooling via propellant injection has previously found to be sufficient given the small gap width of exposed injection surface. Total heat load and bulk heat flux measurements to the hot walls are reported. Trends in heat load and heat flux are shown with relation to parameters such as chamber pressure, area ratio, and wave mode. Heat loads between the inner and outer bodies and the chamber and shroud section are compared.

Heat Flux↗
NASA NTRSDate not supplied

Parameterized Study of Heat Load Trends in a Subscale Rotating Detonation Rocket Engine

NASA has developed a subscale rotating detonation rocket engine platform, enabling rapid parameterization of components and their associated performances. A major performance metric of interest for RDREs is the total heat absorbed at a given operating condition and wave mode operation. To investigate this, several sets of hardware were produced to have variation of the contraction ratio, injector geometry, and length. A wide range of total mass flow rates and mixture ratios were also explored using gaseous methane/oxygen. All hardware was produced using laser powder bed fusion GRCop-42, GRX-810, or C-103 alloys depending on the component cooling requirements. Outer and inner body hardware were made from GRCop-42 where heat fluxes were expected to be high and were water cooled through integrated coolant channels. Nozzles were made from C-103 which are radiatively cooled. Finally, the injectors were produced using GRCop-42 or GRX-810 as passive cooling via propellant injection has previously found to be sufficient given the small gap width of exposed injection surface. Total heat load and bulk heat flux measurements to the hot walls are reported. Trends in heat load and heat flux are shown with relation to parameters such as chamber pressure, area ratio, and wave mode. Heat loads between the inner and outer bodies and the chamber and shroud section are compared.

Heat Loads↗
NASA NTRS1999

Myocardialization of the cardiac outflow tract

During development, the single-circuited cardiac tube transforms into a double-circuited four-chambered heart by a complex process of remodeling, differential growth, and septation. In this process the endocardial cushion tissues of the atrioventricular junction and outflow tract (OFT) play a crucial role as they contribute to the mesenchymal components of the developing septa and valves in the developing heart. After fusion, the endocardial ridges in the proximal portion of the OFT initially form a mesenchymal outlet septum. In the adult heart, however, this outlet septum is basically a muscular structure. Hence, the mesenchyme of the proximal outlet septum has to be replaced by cardiomyocytes. We have dubbed this process "myocardialization." Our immunohistochemical analysis of staged chicken hearts demonstrates that myocardialization takes place by ingrowth of existing myocardium into the mesenchymal outlet septum. Compared to other events in cardiac septation, it is a relatively late process, being initialized around stage H/H28 and being basically completed around stage H/H38. To unravel the molecular mechanisms that are responsible for the induction and regulation of myocardialization, an in vitro culture system in which myocardialization could be mimicked and manipulated was developed. Using this in vitro myocardialization assay it was observed that under the standard culture conditions (i) whole OFT explants from stage H/H20 and younger did not spontaneously myocardialize the collagen matrix, (ii) explants from stage H/H21 and older spontaneously formed extensive myocardial networks, (iii) the myocardium of the OFT could be induced to myocardialize and was therefore "myocardialization-competent" at all stages tested (H/H16-30), (iv) myocardialization was induced by factors produced by, most likely, the nonmyocardial component of the outflow tract, (v) at none of the embryonic stages analyzed was ventricular myocardium myocardialization-competent, and finally, (vi) ventricular myocardium did not produce factors capable of supporting myocardialization. Copyright 1999 Academic Press.

NASA Discipline Cardiopulmonary↗
NASA NTRS1987

Cosmic-ray-produced neon and helium in the summit lavas of Maui

The identification of cosmic-ray-produced Ne-21c in addition to He-3c, components attributed to cosmic ray-induced spallation reactions, are reported in gases extracted by fusion of olivines and clinopyroxenes after vacuum-crushing. The observed (He-3/Ne-21)c ratios and the ratio of Ne-21c in olivine to that in clinopyroxene are consistent with an in situ origin of He-3c and Ne-21c by cosmic-ray spallation reactions. These components could be important for interpreting helium isotopic data in terrestrial reservoirs. Geophysical applications could include determinations of erosion rates and exposure histories of terrestrial rocks.

Marti, K.↗
NASA NTRS2001

Fusion for Space Propulsion and Plasma Liner Driven MTF

The need for fusion propulsion for interplanetary flights is discussed. For a propulsion system, there are three important system attributes: (1) The absolute amount of energy available, (2) the propellant exhaust velocity, and (3) the jet power per unit mass of the propulsion system (specific power). For human exploration and development of the solar system, propellant exhaust velocity in excess of 100 km/s and specific power in excess of 10 kW/kg are required. Chemical combustion cannot meet the requirement in propellant exhaust velocity. Nuclear fission processes typically result in producing energy in the form of heat that needs to be manipulated at temperatures limited by materials to about 2,800 K. Using the energy to heat a low atomic weight propellant cannot overcome the problem. Alternatively the energy can be converted into electricity which is then used to accelerate particles to high exhaust velocity. The necessary power conversion and conditioning equipment, however, increases the mass of the propulsion system for the same jet power by more than two orders of magnitude over chemical system, thus greatly limits the thrust-to-weight ratio attainable. If fusion can be developed, fusion appears to have the best of all worlds in terms of propulsion - it can provide the absolute amount, the propellant exhaust velocity, and the high specific jet power. An intermediate step towards pure fusion propulsion is a bimodal system in which a fission reactor is used to provide some of the energy to drive a fusion propulsion unit. The technical issues related to fusion for space propulsion are discussed. There are similarities as well as differences at the system level between applying fusion to propulsion and to terrestrial electrical power generation. The differences potentially provide a wider window of opportunities for applying fusion to propulsion. For example, pulsed approaches to fusion may be attractive for the propulsion application. This is particularly so in the light of significant development of the enabling pulsed power component technologies that have occurred in the last two decades because of defense and other energy requirements. The extreme states of matter required to produce fusion reactions may be more readily realizable in the pulsed states with less system mass than in steady states. Significant saving in system mass may result in pulsed fusion systems using plasmas in the appropriate density regimes. Magnetized target fusion, which attempts to combine the favorable attributes of magnetic confinement and inertial compression-containment into one single integrated fusion scheme, appears to have benefits that are worth exploring for propulsion application.

Thio, Y.C. Francis↗
NASA NTRSDate not supplied

Convolution-Based Numerical Solutions of Transient Temperature Fields during Powder Bed Fusion Additive Manufacturing: Theory, Accuracy, and Computational Cost

Powder bed fusion (PBF) additive manufacturing has found numerous applications in the aerospace domain. However, components fabricated via PBF have a complex time-temperature history that significantly impacts subsequent mechanical performance. This study examines convolution-based numerical solutions of transient temperature fields that support simulations involving arbitrary beam shapes and paths during PBF. The convolutional approach is verified through comparisons with analytical solutions of the temperature field. The computational speed and accuracy of the method are assessed through comparisons with other explicit and implicit numerical techniques. In addition, the straightforward translation of the approach from a CPU to a GPU implementation and the resultant performance improvement are presented. The role of the technique in predicting microstructure evolution during PBF (for a greater process-structure-property-performance framework) is also demonstrated. This work supports the development of computational materials methods for understanding and controlling the time-temperature history during PBF.

powder bed fusion↗
NASA NTRS2001

Gene Fusion: A Genome Wide Survey

As a well known fact, organisms form larger and complex multimodular (composite or chimeric) and mostly multi-functional proteins through gene fusion of two or more individual genes which have independent evolution histories and functions. We call each of these components a module. The existence of multimodular proteins may improves the efficiency in gene regulation and in cellular functions, and thus may give the host organism advantages in adaptation to environments. Analysis of all gene fusions in present-day organisms should allow us to examine the patterns of gene fusion in context with cellular functions, to trace back the evolution processes from the ancient smaller and uni-functional proteins to the present-day larger and complex multi-functional proteins, and to estimate the minimal number of ancestor proteins that existed in the last common ancestor for all life on earth. Although many multimodular proteins have been experimentally known, identification of gene fusion events systematically at genome scale had not been possible until recently when large number of completed genome sequences have been becoming available. In addition, technical difficulties for such analysis also exist due to the complexity of this biological and evolutionary process. We report from this study a new strategy to computationally identify multimodular proteins using completed genome sequences and the results surveyed from 22 organisms with the data from over 40 organisms to be presented during the meeting. Additional information is contained in the original extended abstract.

Liang, Ping↗