Search NASA⌕ Search

SEARCH · Search NASA

Results for “developable”

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

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

At least 613 records · Page 34

Distribution Development for the RDX Regional Model at Los Alamos National Laboratory - 20385

Representing uncertainty in model inputs often means finding a balance between uncertainty and physical reality. Developing wide distributions may seem conservative in principle, but this approach may lead to unrealistic model results. Characterizing the current state of knowledge of stochastic inputs presents many challenges, especially if the data available are limited or have limited relevance to the site. Relationships among these inputs may also be important to represent but are typically complex or difficult to define. Often special adjustments must be made to account for reduced credibility in particular data. If parameters are strongly related to one another, a correlation structure may be developed for input to the model. Other techniques such as regression models may be used to incorporate relationships between the information available and the desired parameters. The process of developing distributions must consider details of the model in terms of what the distribution is meant to represent. This paper uses the example of a probabilistic fate and transport model for hexahydro-1,3,5-trinitro-1,3,5-triazine (RDX) in the regional aquifer at Los Alamos National Laboratory (LANL). For many parameters, a single draw is applied to all space and time over which the model is run, for a single iteration. This simplification is often made for many reasons, and can often be beneficial, but also adds additional complexity in the distribution development process. Defining the distributional goals as they relate to the modeling process is an important step, which should take place prior to evaluation of the data. Usually, the distributions developed are meant to characterize the average value of the parameter over the spatial and temporal domain of the model. Distribution development requires consideration of many sources of information on the parameter where available, ideally from multiple references. Examples of different sources include data from different references but also from different conditions, measurement methods, or experimental types. Depending on these conditions and the reliability or relevance of particular references, different sources of data may each contribute valuable information but have varying relevance to the site. In these cases, weighting data unequally is a useful way to incorporate this information. As an example, aqueous dispersivity data are available for a variety of rock types. Only a few values are available for the desired rock type, and this is not enough to develop a distribution. Therefore, dispersivity values from other rock types are included in distribution development but are down-weighted such that the best data have the most influence on the distribution developed. In another case, K{sub d} distributions in the model are meant to represent a known composition of multiple soil types. Data from these materials are weighted accordingly to develop a distribution for the weighted average K{sub d} across soil types. Other cases include varying reliability of different sources, and weighting data according to the confidence in these sources. In some cases, input parameters are correlated with one another. An example is advective porosity, which is positively correlated with total porosity and must be less than total porosity. Paired data with both parameters must exist to discern the relationship between the two parameters and if it is necessary to build a correlation structure into the model. In general, correlated parameters may be represented in the model by a multivariate distribution, or perhaps more desirably, capturing the correlation within the developed distributions which may be treated as independent from one another. In the example of porosity, this can be done by transforming advective porosity into a proportion of total porosity which may be drawn independently from the distribution of total porosity. This paper explores how complex data and correlations can be incorporated to meet the distributional goals of the model, using the RDX regional model as a detailed example. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

Confronting barriers and recognizing opportunities: Developing effective community-based environmental monitoring programs to meet the needs of Aboriginal communities

Aboriginal communities can be negatively affected by resource development, but often they do not have a full opportunity to participate in project review and the resulting monitoring and mitigation activities. Cumulative impacts of resource development are also typically neglected in monitoring protocols that focus on a limited number of environmental values, rather than adopting a long-term, holistic view of development over time and space. Community-based environmental monitoring (CBEM) is emerging as a way to meaningfully include local Aboriginal citizens in the decision-making process as well as the assessment of the long-term impacts of the development of natural resources. We explored opportunities and barriers for developing CBEM programs that meet the needs of small and rural Aboriginal communities that are faced with the rapid and wide-spread development of natural resources. We conducted interviews with a local Aboriginal community, and natural resource management practitioners who could provide perspectives on the application of CBEM to resource management in north-central British Columbia, Canada. Results demonstrate that CBEM offers a locally adapted and culturally appropriate approach to facilitate the participation of Aboriginal communities in natural resource decision making and management. The interpretation of the specific role and purpose of CBEM differed among participants, depending on their objectives for and concerns about natural resource development. However, all parties were consistent in viewing CBEM as an effective method for engaging in dialogue, cooperation, and tracking environmental change. The development or improvement of CBEM programs should consider the efficacy of monitoring protocols, social cohesion and relationships, ability to inform decision-making, and effectiveness of CBEM for the members of the community. - Highlights: • We explored how to develop effective CBEM with a focus on Aboriginal communities. • We identified opportunities and barriers for developing CBEM programs. • CBEM can facilitate Aboriginal community participation in natural resource management.

54 ENVIRONMENTAL SCIENCES↗

A Poisson equation method for prescribing fully developed non-Newtonian inlet conditions for computational fluid dynamics simulations in models of arbitrary cross-section

Prescribing inlet boundary conditions for computational fluid dynamics (CFD) simulations of internal flow in complex geometries such as anatomical vascular models is challenging. In the absence of patient-specific inlet velocity data, a common approach for long blood vessels is to assume that the inlet flow is fully developed. In vessels of irregular cross section, however, prescribing fully developed conditions is complicated due to the lack of a general closed-form analytical solution. In this study, we develop a simple Poisson equation method for prescribing fully developed inlet conditions for the flow of either Newtonian or non-Newtonian fluids in CFD models of arbitrary cross-section. We first derive the generalized Poisson equation for fully developed flow of a non-Newtonian fluid and we then develop and verify a methodology for numerically computing the solution on any planar boundary domain. In addition, we develop a simple extension of the method for prescribing a non-orthogonal inlet velocity that represents fully developed flow from an upstream tube that is connected to the CFD inlet at a non-orthogonal angle. This may be used to investigate a common source of uncertainty in CFD simulations of internal flow that is due to a lack of information concerning the exact streamwise flow direction at the inlets. Comparison to several Newtonian and non-Newtonian benchmark verification solutions shows the method to be extremely accurate. As a practical demonstration case, we use the method to prescribe fully developed conditions on multiple non-circular inlets for the non-Newtonian flow of blood in a patient-specific model of the inferior vena cava (IVC). Finally, we further demonstrate the utility of the method by performing a sensitivity study using the patient-specific IVC model, wherein we investigate the influence of inlet velocity flow direction on the non-Newtonian IVC hemodynamics. Given its simplicity and computational efficiency, the method is shown to be far superior to alternative approaches for prescribing fully developed inlet conditions in such complicated geometries. In conclusion, to facilitate the adoption of our Poisson equation method, we have distributed our OpenFOAM source code and the associated test cases from this study as open-source software.

97 MATHEMATICS AND COMPUTING↗

Time-resolved Proteome Profiling of Normal Lung Development

The biochemical networks mediating normal lung development remain unclear with important implications for ameliorating morbidity and mortality in premature infants. Here we perform integrative proteomics and metabolomics analyses of murine lungs from embryonic to early adult ages to characterize the molecular networks mediating normal lung development. Multi-omics analysis identified 8,932 proteins and 158 polar metabolites providing a deep and comprehensive view of the lung proteome and metabolome during normal development. Analysis of the proteomics data revealed ten discrete expression modules driving lung development and the underlying regulatory and signaling network modulating these expression modules. Of interest our data suggest the action of protein ubiquitination in regulating lung development extends beyond the pseudoglandular stage previously described. Combined analysis of the proteomics and metabolomics supported the notion of increased cell proliferation earlier in lung development. Additionally, comparison of the proteomics data with a recent transcriptome analysis revealed biological processes under post-transcriptional control during lung development. Our study provides a unique resource for understanding normal lung development, and potentially avenues for developing strategies to address disrupted development.

computational network analysis, lung development, ↗

Live imaging reveals a conserved role of fatty acid β-oxidation in early lymphatic development in zebrafish

Highlights: • Fatty acid β-oxidation (FAO) co-determines lymphatic development in the zebrafish. • Silencing of Cpt1a, key enzyme of FAO, disrupts initiation of lymphangiogenesis. • The importance of FAO for lymphatic development is conserved across species. During embryonic development, lymphatic endothelial cells (LECs) differentiate from venous endothelial cells (VECs), a process that is tightly regulated by several genetic signals. While the aquatic zebrafish model is regularly used for studying lymphangiogenesis and offers the unique advantage of time-lapse video-imaging of lymphatic development, some aspects of lymphatic development in this model differ from those in the mouse. It therefore remained to be determined whether fatty acid β-oxidation (FAO), which we showed to regulate lymphatic formation in the mouse, also co-determines lymphatic development in this aquatic model. Here, we took advantage of the power of the zebrafish embryo model to visualize the earliest steps of lymphatic development through time-lapse video-imaging. By targeting zebrafish isoforms of carnitine palmitoyltransferase 1a (cpt1a), a rate controlling enzyme of FAO, with multiple morpholinos, we demonstrate that reducing CPT1A levels and FAO flux during zebrafish development impairs lymphangiogenic secondary sprouting, the initiation of lymphatic development in the zebrafish trunk, and the formation of the first lymphatic structures. These findings not only show evolutionary conservation of the importance of FAO for lymphatic development, but also suggest a role for FAO in co-regulating the process of VEC-to-LEC differentiation in zebrafish in vivo.

60 APPLIED LIFE SCIENCES↗

How R Developers explain their Package Choice: A Survey

Background: Contemporary software development relies heavily on reusing already implemented functionality, usually in the form of packages. Aims: We aim to shed light on developers' preferences when selecting packages in R language. Method: To do that, we create and administer a survey to over 1000 developers who have added one of two common dataframe enhancement libraries in R to their projects: data.table or tidyr. We design a questionnaire using the Social Contagion Theory (SCT) following prior work on technology adoption and ensure that key dimensions affecting developer choice are considered. Results: Of the 1085 developers we contacted, 803 completed the survey asking them to prioritize various factors known to affect developer perceptions of package quality and to provide their background. Most developers self-identified as data scientists with two to five years of work experience. We found significant differences between the preferences of developers who chose data.table and tidyr. Surprisingly, package reputation based on easy-to-see measures, such as the number of stars on GitHub, was not an important factor for either group. Conclusions: Our findings demonstrate the inherently social nature of package adoption. They can help design future studies on how different populations of developers make decisions on which software packages to use in their projects. Finally, package developers and maintainers can benefit by better understanding the prime concerns of the users of their packages.

Malviya Thakur, Addi↗

Equipment Loan for Concentrated PV Cavity Converter (PVCC) Research: (CRADA CRD-08-285 Final Report)

Interest in High Concentration Photovoltaics (HCPV) for terrestrial applications has significantly grown in recent years. A major driver behind this growth trend is the availability of high efficiency multi-junction (MJ) cells that promise reliable operation under high concentrations (500 to 1000 suns). The primary impact of HCPV on the solar electricity cost is the dramatic reduction in cell cost. For terrestrial HCPV systems, operating at concentrations >/=500 suns, the expensive MJ cells are marginally affordable. Most recently, triple-junction test cells have achieved a conversion efficiency of over 40% under concentrated sunlight. Photovoltaic Cavity Converter (PVCC) is a multi-bandgap, high concentration PV device developed by United Innovations, Inc., under subcontract to NREL. The lateral- (2- dimensional) structure of PVCC, as opposed to vertical multi-junction (MJ) structure, helps to circumvent most of the developmental challenges MJ technology has yet to overcome. This CRADA will allow the continued development of this technology by United Innovations. cost. For terrestrial HCPV systems, operating at concentrations >/=500 suns, the expensive MJ cells are marginally affordable. Most recently, triple-junction test cells have achieved a conversion efficiency of over 40% under concentrated sunlight. Photovoltaic Cavity Converter (PVCC) is a multi-bandgap, high concentration PV device developed by United Innovations, Inc., under subcontract to NREL. The lateral- (2- dimensional) structure of PVCC, as opposed to vertical multi-junction (MJ) structure, helps to circumvent most of the developmental challenges MJ technology has yet to overcome. This CRADA will allow the continued development of this technology by United Innovations. cost. For terrestrial HCPV systems, operating at concentrations >/=500 suns, the expensive MJ cells are marginally affordable. Most recently, triple-junction test cells have achieved a conversion efficiency of over 40% under concentrated sunlight. Photovoltaic Cavity Converter (PVCC) is a multi-bandgap, high concentration PV device developed by United Innovations, Inc., under subcontract to NREL. The lateral- (2- dimensional) structure of PVCC, as opposed to vertical multi-junction (MJ) structure, helps to circumvent most of the developmental challenges MJ technology has yet to overcome. This CRADA will allow the continued development of this technology by United Innovations. cost. For terrestrial HCPV systems, operating at concentrations >/=500 suns, the expensive MJ cells are marginally affordable. Most recently, triple-junction test cells have achieved a conversion efficiency of over 40% under concentrated sunlight. Photovoltaic Cavity Converter (PVCC) is a multi-bandgap, high concentration PV device developed by United Innovations, Inc., under subcontract to NREL. The lateral- (2- dimensional) structure of PVCC, as opposed to vertical multi-junction (MJ) structure, helps to circumvent most of the developmental challenges MJ technology has yet to overcome. This CRADA will allow the continued development of this technology by United Innovations.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Principle Findings from Development of a Recirculated Exhaust Gas Intake Sensor (REGIS) Enabling Cost-Effective Fuel Efficiency Improvement

Kick-off of the Bosch scope of work for the REGIS project started in October 2012. The primary work-packages included in the Bosch scope of work were the following: overall project management, development of the EGR sensor (design of sensor element, design of protection tube, and design of mounting orientation), development of EGR system control strategy, build-up of prototype sensors, evaluation of system performance with the new sensor and the new control strategy, long-term durability testing, and development of a 2nd generation sensor concept for continued technology development after the REGIS project. The University of Clemson was a partner with Bosch in the REGIS project. The Clemson scope of work for the REGIS project started in June 2013. The primary work-packages included in the Clemson scope of work were the following: development of EGR system control strategy, and evaluation of system performance with the new sensor and new control strategy. This project was split into phase I, phase II and phase III. Phase I work was completed by the end of June 2014 and included the following primary work packages: development of sensor technical requirements, assembly of engine testbench at Clemson, design concept for sensor housing, connector, and mounting orientation, build-up of EGR flow test benches at Bosch, and build-up of first sensor prototypes. Phase II work was completed by the end of June 2015 and included the following primary work pack ages: development of an optimizing function and demonstration of robustness of sensor, system control strategy implementation and initial validation, completion of engine in the loop testing of developed control algorithm, completion of sensor testing including characteristic line, synthetic gas test stand, and pressure dependency characterization, demonstration of benefits of control w/o sensing via simulation, development of 2nd generation sensor concept. Notable technical achievements from phase II were the following: publication of two new technical papers by Clemson detailing the control strategies used for the EGR system control. The two papers was published in the 2016 SAE World Congress in April 2016. The titles of each paper are, “Physics-Based Exhaust Pressure and Temperature Estimation for Low Pressure EGR Control in Turbocharged Gasoline Engines,” by K. Siokos, and “A Control Algorithm for Low Pressure – EGR Systems using a Smith Predictor with Intake Oxygen Sensor Feedback”, by R. Koli. All phase III work packages have been completed. The primary work packages in phase III were the following: completion of long-term sensor durability testing, final demonstration of benefits of EGR control w/o sensing, final decision of the second generation sensor development path.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Bench-scale Development of an Advanced Solid Sorbent-based CO 2 Capture Process for Coal-fired Power Plants

It is increasingly clear that CO 2 capture and sequestration (CCS) must play a critical role in curbing worldwide CO 2 emissions to the atmosphere. Development of these technologies to cost-effectively remove CO 2 from coal-fired power plants is very important to mitigating the impact these power plants have within the world’s power generation portfolio. Currently, conventional CO 2 capture technologies, such as aqueous-monoethanolamine based solvent systems, are prohibitively expensive and if implemented could result in a 75 to 100% increase in the cost of electricity for consumers worldwide. Solid sorbent CO 2 capture processes – such as RTI’s Advanced Solid Sorbent CO 2 , Capture Process – are promising alternatives to conventional, liquid solvents. Supported amine sorbents – of the nature RTI has developed – are particularly attractive due to their high CO 2 loadings, low heat capacities, reduced corrosivity/volatility and the potential to reduce the regeneration energy needed to carry out CO 2 capture. Previous work in this area has failed to adequately address various technology challenges such as sorbent stability and regenerability, sorbent scale-up, improved physical strength and attrition-resistance, proper heat management and temperature control, proper solids handling and circulation control, as well as the proper coupling of process engineering advancements that are tailored for a promising sorbent technology. The remaining challenges for these sorbent processes have provided the framework for the project team’s research and development and target for advancing the technology beyond lab- and bench-scale testing. Under a cooperative agreement with the US Department of Energy, and part of NETL’s CO 2 Capture Program, RTI has led an effort to address and mitigate the challenges associated with solid sorbent CO 2 capture. The overall objective of this project was to mitigate the technical and economic risks associated with the scale-up of solid sorbent-based CO 2 capture processes, enabling subsequent larger pilot demonstrations and ultimately commercial deployment. An integrated development approach has been a key focus of this project in which process development, sorbent development, and economic analyses have informed each of the other development processes. Development efforts have focused on improving the performance stability of sorbent candidates, refining process engineering and design, and evaluating the viability of the technology through detailed economic analyses. Sorbent advancements have led to a next generation, commercially-viable CO 2 capture sorbent exhibiting performance stability in various gas environments and a physically strong fluidizable form. The team has reduced sorbent production costs and optimized the production process and scale-up of PEI-impregnated, fluidizable sorbents. Refinement of the process engineering and design, as well as the construction and operation of a bench-scale research unit has demonstrated promising CO 2 capture performance under simulated coal-fired flue gas conditions. Parametric testing has shown how CO 2 capture performance is impacted by changing process variables, such as Adsorber temperature, Regenerator temperature, superficial flue gas velocity, solids circulation rate, CO 2 partial pressure in the Regenerator, and many others. Long-term testing has generated data for the project team to set the process conditions needed to operate a solids-based system for optimal performance, with continuous 90% CO 2 capture, and no operational interruptions. Data collected from all phases of testing has been used to develop a detailed techno-economic assessment of RTI’s technology. These detailed analyses show that RTI’s technology has significant economic advantages over current amine scrubbing and potential to achieve the DOE’s Carbon Capture Program’s goal of >90% CO 2 capture rate at a cost of < $40/T-CO 2 captured by 2025. Through this integrated technology development approach, the project team has advanced RTI’s CO 2 capture technology to TRL-4 (nearly TRL-5, with the missing variable being testing on actual, coal-fired flue gas), according to the DOE/FE definitions for Technology Readiness Levels. At a broader level, this project has advanced the whole of the solid sorbent CO 2 capture field, with advancements in process engineering and design, technical risk mitigation, sorbent scale-up optimization, and an understanding of the commercial viability and applicability of solid sorbent CO 2 capture technologies for the U.S. existing fleet of coal-fired power plants.

01 COAL, LIGNITE, AND PEAT↗

Development of High-Performance Cast Crankshafts. Final Technical Report

The objective of this project was to develop technologies that would enable the production of cast crankshafts that can replace high performance forged steel crankshafts. To achieve this, the Ultimate Tensile Strength (UTS) of the new material needs to be 850 MPa with a desired minimum Yield Strength (YS; 0.2% offset) of 615 MPa and at least 10% elongation. Perhaps more challenging, the cast material needs to be able to achieve sufficient local fatigue properties to satisfy the durability requirements in today’s high performance gasoline and diesel engine applications. The project team focused on the development of cast steel alloys for application in crankshafts to take advantage of the higher stiffness over other potential material choices. The material and process developed should be able to produce high-performance crankshafts at no more than 110% of the cost of current production cast units, perhaps the most difficult objective to achieve. To minimize costs, the primary alloy design strategy was to design compositions that can achieve the required properties with minimal alloying and post-casting heat treatments. An Integrated Computational Materials Engineering (ICME) based approach was utilized, rather than relying only on traditional trial-and-error methods, which has been proven to accelerate alloy development time. Prototype melt chemistries designed using ICME were cast as test specimens and characterized iteratively to develop an alloy design within a stage-gate process. Standard characterization and material testing was done to validate the alloy performance against design targets and provide feedback to material design and manufacturing process models. Finally, the project called for Caterpillar and General Motors (GM) to develop optimized crankshaft designs using the final material and manufacturing processing path developed. A multi-disciplinary effort was to integrate finite element analyses by engine designers and geometry-specific casting simulations with existing materials models to optimize crankshaft cost and performance. Prototype crankshafts of the final design were to be produced and validated using laboratory bench testing and on-engine durability testing. ICME process simulation tools were used to investigate a broad range of processing concepts. These concepts included casting orientation, various mold and core materials, and various filling and feeding strategies. Each crankshaft was first simulated without gating and risers, which is termed natural solidification. The natural solidification results were used as a baseline for strategy development of each concept. Casting process simulations and ICME tools were proven to be reasonable predictors of real world results. Potential alloys were developed that could meet the project material property goals with appropriate normalization and temper treatments. For the alloys considered, post-normalization temper treatments proved to be necessary to achieve the desired yield strengths and elongations and appropriate heat treatments were designed using ICME tools. The experimental data of all the alloys were analyzed in combination with ICME tools to establish chemistry-process-structure relations. Several GM small gas engine (SGE) crankshafts were successfully cast in sand molds using two different sprue, runner, gate, riser, chill designs. These crankshafts were cast in two different steel alloys developed during the project, but casting finishing (e.g. riser removal) remains a cost challenge. A long list of future work was left unfinished when this project was unexpectedly terminated.

36 MATERIALS SCIENCE↗

Energy & Environmental Research Center (EERC)–U.S. Department of Energy (DOE) Joint Program on Research and Development for Fossil Energy-Related Resources

The EERC teamed with the DOE National Energy Technology Laboratory to conduct complementary research and development under the Joint Program on Research and Development for Fossil Energy-Related Resources (Cooperative Agreement No. DE-FC26-08NT43291). This 10-year program merged two previous 10-year agreements—DE-FC26-98FT40320 and DE-FC26-98FT40321—into a single follow-on agreement. The Fossil Energy cooperative agreement between DOE and the EERC was initiated in 1983 when the EERC was defederalized. This dynamic 35-year partnership has evolved to further research in areas that address DOE Office of Fossil Energy program goals while serving the missions and exploiting the strengths of both organizations through this agreement and a new 5-year Fossil Energy-Related Resources cooperative agreement established in 2015. As the 10-year program has ended, the purpose of this report is to summarize the activity and significant outcomes that were accomplished by the EERC. This program is an excellent model for research, development, demonstration, and commercialization partnerships between government, industry, and the applied science and engineering communities to bring cutting-edge science closer to commercial application. The overarching goal was to support DOE Fossil Energy goals by advancing the scientific knowledge and technical development essential to ensuring future sustainable supplies of affordable energy and clean water, protecting and restoring the environment, and reducing dependence on foreign energy sources, thereby increasing U.S. energy security. The strategic objective was to advance continued use of domestic fossil fuels as a mainstay of U.S. energy production by making fossil energy systems nonpolluting and more efficient, capturing and sequestering greenhouse gases, and integrating the use of fossil and renewable energy sources into the energy mix. The research achievements from this partnership have exceeded the goals and objectives by contributing substantially to the development of science-based energy and environmental policy, educational foundations for science and technology, and commercialization and international marketing of energy technologies. The program comprised 75 individual projects, which included basic/applied fossil energy research projects involving no cost share and development, demonstration, and commercialization projects (many derived from applied research projects) that included nonfederal cost share of approximately 40% (the contractually required minimum level of cumulative nonfederal cost share was 29%). In all, 32,798,698 of federal funding was leveraged with industry cash and in-kind cost share of 21,697,129 from 80 nonfederal partners for a total of 54,495,827 of funded research that 1) advanced the development of unconventional tight oil resources in the Bakken Formation; 2) demonstrated the application of CO 2 Storage and EOR in tight oil formations; 3) developed advanced carbon capture technology; 4) addressed key application and infrastructure concerns for commercial deployment of CO 2 ; 5) demonstrated innovative, integrated water management strategies for energy development projects; 6) developed novel pollution control technologies for mercury and hazardous air pollutants; and 7) performed world-class outreach and dissemination of research results to industry partners and other stakeholders. These outcomes speak to the valuable return on the substantial investment in this program.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Optimized Carbon Fiber Intermediate Development to Enable High-Volume Manufacturing of Lightweight Automotive Composites

The ongoing pursuit of improved fuel economy and reduced greenhouse gas emissions has resulted in sustained interest for lightweight materials technologies. In this context, carbon fiber composites have captured the imagination of automotive engineers due to the potential to achieve substantial mass reduction when compared to traditional steel construction. That stated, the use of carbon fiber composites in automotive has been limited for the most part to premium supercars and other derivative platforms. In these cases, manufacturing costs are less of an obstacle to implementation, and the performance benefits of carbon fiber have enabled production of structures offering more than 50% weight savings. In practice, translating these low-volume demonstrations onto high-volume vehicle platforms has remained challenging. This can be attributed to several factors, with the absence of suitable high throughput production methodologies being a key impediment. To date, structural, crash critical components have relied upon manufacturing techniques born out of the aerospace industry. This has created a disconnect between automotive production systems that are accustomed to manufacturing multiple parts per minute and the aerospace technologies that have cycle times in the order of hours. Consequently, the focus of this project is the development of manufacturing process technology for carbon fiber composites that can support a mainstream vehicle program at an assumed throughput of 100,000 vehicles per year. In practice, this translates to a part-to-part cycle time of less than 3 minutes. Project participation included contributions from a broad range of academic, industrial and national lab partners. The primary scope of work, being the development of new carbon fiber epoxy compounds that are stable at room temperature and suited to high throughput automated processing. For project management, the work streams were divided into six key areas, with the lead organization in parentheses. • Carbon fiber/epoxy materials formulation development and scale up (Dow) • Simulation of discontinuous near isotropic meso-structure intermediates (Purdue) • Simulation of mechanical performance of compression molded components (Purdue) • Meso-Scale morphological analysis and correlation with structural performance (UTK) • Paint and adhesion durability analysis (MSU) • Demonstrator part design, prototype production, and validation testing (Ford). The primary goal at the commencement of the project was development of a chopped carbon fiber sheet molding compound (SMC) that offered a three times improvement in tensile modulus over a comparable glass-based SMC. In addition to meeting mechanical performance targets, the resin kinetics were modified to achieve a processing cycle time of less than 3 minutes. Other critical-to-quality (CTQ) specifications were also stipulated to account for a broad range of materials and processing characteristics. To achieve the above, staff scientists at Dow Chemical created an extensive series of new epoxy blends for testing and validation. Throughout this development, a key challenge was attaining material performance goals without impacting processing behavior and paintability of finished components. The latter required a new internal mold release system being developed by Dow that was designed to complement the kinetics of the rapid cure epoxy. As a complement to work studies at the industrial partners, the teams from academia executed a series of analytical and experimental studies to investigate potential factors influencing CF-SMC performance. Unit cell models were developed to capture the meso-scale representations of the fiber matrix architecture. Results of this analysis and subsequent morphological investigations led to the design of a novel composite derivative comprising carbon fiber platelets embedded in an epoxy matrix; the platelet size and aspect ratio playing significant role in final composite properties. This approach was a departure from previous research in CF-SMC development whereby bulk filamentization or disassembly of the carbon fiber rovings had been considered the most effective means of achieving both fiber wet through and wet-out. As the course of the academia studies progressed, the aspect ratio of the fiber constituents was further optimized before finalizing material attributes and processing conditions. For the purposes of technology validation, the Ford team led a work stream devoted to the design, fabrication and testing of demonstration components. The carbon fiber SMC material has the potential to displace numerous stampings and castings on an automotive structure but ultimately vehicle closure applications were selected to showcase the abilities of the CF-SMC to achieve both mass reduction and business case for large complex structures. Using target properties established by the Dow staff scientists, the complete closure system for a full-size sedan decklid and a mid-size wagon liftgate were engineered. Prototypes for both applications were fabricated using production representative processing methods to allow for physical testing and performance validation of the CF-SMC structures. Following completion of a testing program that concluded with a FMVSS301 55 mph offset rear crash, the CF-SMC formulation was declared by the Ford team to have met all engineering requirements. To summarize, the joint development activities during this project led to significant technical breakthroughs and achievement of all milestones. The result was the development of a novel, tack-free carbon fiber molding compound that is suited to automated processing. This combined room temperature stability, fast cure kinetics, and internal mold release system facilitates cycle times that are conducive to high-volume production. The VORAFUSE M6400 successfully passed technology validation at Ford and is now eligible for consideration on future production commercial vehicle programs.

36 MATERIALS SCIENCE↗

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗

An investigation of the Sutcliffe development theory

Two case studies were used to test the Sutcliffe-Peterssen development theory for both cyclonic and anticyclonic development over the eastern United States. Each term was examined to determine when and where it made a significant contribution to the development process. Results indicate the advection of vorticity at the level of non-divergence exerts the dominant influence for initial cyclone development, and that the thermal terms (advection of thickness, stability, and diabatic influence) become important after development has begun. Anticyclonic development, however, depends primarily on the stability term throughout the life cycle of the anticyclone. Simple procedures for forecasting the development and movement of cyclones and anticyclones are listed. These rules indicate that routine National Meteorological Center analyses may be used to locate areas where the positive advection of 500-mb vorticity, indicative of cyclonic development, coincides with regions of severe weather activity. The development of anticyclones also is predicted easily. Regions of increasing stability, indicating anticyclonic development, may be located by use of National Meteorological Center radar summaries and analyses for 1000-500-mb thickness. A test of these techniques found them to be satisfactory for the case examined.

Dushan, J. D.↗

Mobile antenna development at JPL

The Jet Propulsion Laboratory (JPL), under the sponsorship of NASA, has pioneered the development of land vehicle antennas for commercial mobile satellite communications. Several novel antennas have been developed at L-band frequencies for the Mobile Satellite (MSAT) program initiated about a decade ago. Currently, two types of antennas are being developed at K- and Ka-band frequencies for the ACTS (Advanced Communications Technology Satellite) Mobile Terminal (AMT) project. For the future, several hand-held antenna concepts are proposed for the small terminals of the Ka-band Personal Access Satellite System (PASS). For the L-band MSAT program, a number of omni-directional low-gain antennas, such as the crossed drooping-dipoles, the higher-order-mode circular microstrip patch, the quadrifilar helix, and the wrapped-around microstrip 'mast' array, have been developed for lower data rate communications. Several medium-gain satellite tracking antennas, such as the electronically scanned low-profile phased array, the mechanically steered tilted microstrip array, the mechanically steered low-profile microstrip Yagi array, and the hybrid electronically/mechanically steered low-profile array, have been developed for the MSAT's higher data rate and voice communications. To date, for the L-band vehicle application, JPL has developed the world's lowest-profile phased array (1.8 cm height), as well as the lowest-profile mechanically steered antenna (3.7 cm height). For the 20/30 GHz AMT project, a small mechanically steered elliptical reflector antenna with a gain of 23 dBi has recently been developed to transmit horizontal polarization at 30 GHz and receive vertical polarization at 20 GHz. Its hemispherical radome has a height of 10 cm and a base diameter of 23 cm. In addition to the reflector, a mechanically steered printed MMIC active array is currently being developed to achieve the same electrical requirements with a low profile capability. These AMT antenna developments, along with other Ka-band technologies, will lead to the development of several compact hand-held terminals for the PASS program. A few antenna concepts, such as the lap-top or desk-top terminal's printed array, the hand-held phased array, and the head-mounted low-profile array, have been proposed to achieve a future vision for the personal access communications system.

Huang, J.↗

Commercial Research and Development: Power to Explore, Opportunities from Discovery

The technical and economic goals of commercial use of space are laudable, and are addressed as a high priority by almost every national space program and most major aerospace companies the world over. Yet, the focus of most organizational agendas and discussions tends to focus on one or two very narrow enabling aspects of this potentially large technological and economic opportunity. While government sponsored commercial launch activities and private space platforms are an integral part of efforts to leverage the commercial use of space, these activities are possibly one of the smallest parts of creating, a viable and sustainable market for the commercial use of space. Most of the current programs usually do not appropriately address some of the critical issues of the current, already interested, potential space user communities. Current programs place the focus of the majority of the user requirements on the vehicle payload weight and mass performance considerations as the primary payload economical factor in providing a commercial market with a stimulating price for gaining access to the space environment. The larger user challenges of transformation from Earth-based research and development approaches to space environment approaches are not addressed early enough in programs to impact the new business considerations of potential users. Currently, space-based research and development user activities require a large user investment in time, in development of new areas of support expertise, in development of new systems, in risk of schedule to completion, and in long term capital positioning. The larger opportunities for stimulating a strong market driven interest in commercial use of space that could result from the development of vehicle payload "leap ahead technologies" for users are being missed, and there is a real risk of limiting the potentially broader market base to support a more technologically advanced and economically lucrative outcome. A major driving force for strengthening the commercial space activities is not only the technological advances in launch vehicle, or newer satellites, but the myriad of enabling payloads technologies that could, as a goal, result in an almost transparent facilitation to regular CD a, -n access to space and microgravity environments by the future users from the existing Earth-based research and development organizations market segments. Rather than focusing only on developing high lift performance launch vehicles and then developing payloads to fit them, the real focus from a business model perspective should to be on the customer payloads requirements, and on designing launch vehicles and platforms systems for a space transportation and facility infrastructure to support all aspects of the business model for the user market. To harness the full potential of space commercialization, new efforts need to be made to comprehensively examine all the critical business model areas for commercial research, development, and manufacturing in space so as to identify specific products and efforts; to determine how such operations must be both similar to and different from current Earth-based activities; to evaluate the enabling technological devices, processes and efforts so that like efforts can be addressed in a synergistic fashion for maximum user cost effectiveness; to delineate the services that are both needed and can be provided by such activities; and to use this information to drive design and development of space commercialization efforts and policy.

Casas, Joseph C.↗

Development of a Hybrid RANS/LES Method for Turbulent Mixing Layers

Significant research has been underway for several years in NASA Glenn Research Center's nozzle branch to develop advanced computational methods for simulating turbulent flows in exhaust nozzles. The primary efforts of this research have concentrated on improving our ability to calculate the turbulent mixing layers that dominate flows both in the exhaust systems of modern-day aircraft and in those of hypersonic vehicles under development. As part of these efforts, a hybrid numerical method was recently developed to simulate such turbulent mixing layers. The method developed here is intended for configurations in which a dominant structural feature provides an unsteady mechanism to drive the turbulent development in the mixing layer. Interest in Large Eddy Simulation (LES) methods have increased in recent years, but applying an LES method to calculate the wide range of turbulent scales from small eddies in the wall-bounded regions to large eddies in the mixing region is not yet possible with current computers. As a result, the hybrid method developed here uses a Reynolds-averaged Navier-Stokes (RANS) procedure to calculate wall-bounded regions entering a mixing section and uses a LES procedure to calculate the mixing-dominated regions. A numerical technique was developed to enable the use of the hybrid RANS-LES method on stretched, non-Cartesian grids. With this technique, closure for the RANS equations is obtained by using the Cebeci-Smith algebraic turbulence model in conjunction with the wall-function approach of Ota and Goldberg. The LES equations are closed using the Smagorinsky subgrid scale model. Although the function of the Cebeci-Smith model to replace all of the turbulent stresses is quite different from that of the Smagorinsky subgrid model, which only replaces the small subgrid turbulent stresses, both are eddy viscosity models and both are derived at least in part from mixing-length theory. The similar formulation of these two models enables the RANS and LES equations to be solved with a single solution scheme and computational grid. The hybrid RANS-LES method has been applied to a benchmark compressible mixing layer experiment in which two isolated supersonic streams, separated by a splitter plate, provide the flows to a constant-area mixing section. Although the configuration is largely two dimensional in nature, three-dimensional calculations were found to be necessary to enable disturbances to develop in three spatial directions and to transition to turbulence. The flow in the initial part of the mixing section consists of a periodic vortex shedding downstream of the splitter plate trailing edge. This organized vortex shedding then rapidly transitions to a turbulent structure, which is very similar to the flow development observed in the experiments. Although the qualitative nature of the large-scale turbulent development in the entire mixing section is captured well by the LES part of the current hybrid method, further efforts are planned to directly calculate a greater portion of the turbulence spectrum and to limit the subgrid scale modeling to only the very small scales. This will be accomplished by the use of higher accuracy solution schemes and more powerful computers, measured both in speed and memory capabilities.

Georgiadis, Nicholas J.↗

Three-Dimensional Magnetic Analysis Technique Developed for Evaluating Stirling Convertor Linear Alternators

The Department of Energy, the Stirling Technology Company (STC), and the NASA Glenn Research Center are developing Stirling convertors for Stirling radioisotope generators to provide electrical power for future NASA deep space missions. STC is developing the 55-We technology demonstration convertor (TDC) under contract to the Department of Energy. The Department of Energy recently named Lockheed Martin as the system integration contractor for the Stirling radioisotope generator development project. Lockheed Martin will develop the Stirling radioisotope generator engineering unit and has contract options to develop the qualification unit and the first flight unit. Glenn s role includes an in-house project to provide convertor, component, and materials testing and evaluation in support of the overall power system development. As a part of this work, Glenn has established an in-house Stirling research laboratory for testing, analyzing, and evaluating Stirling machines. STC has built four 55-We convertors for NASA, and these are being tested at Glenn. A cross-sectional view of the 55-We TDC is shown in the figure. Of critical importance to the successful development of the Stirling convertor for space power applications is the development of a lightweight and highly efficient linear alternator. In support, Glenn has been developing finite element analysis and finite element method tools for performing various linear alternator thermal and electromagnetic analyses and evaluating design configurations. A three-dimensional magnetostatic finite element model of STC's 55-We TDC linear alternator was developed to evaluate the demagnetization fields affecting the alternator magnets. Since the actual linear alternator hardware is symmetric to the quarter section about the axis of motion, only a quarter section of the alternator was modeled. The components modeled included the mover laminations, the neodymium-iron-boron magnets, the stator laminations, and the copper coils. The three-dimensional magnetostatic model was then coupled with a circuit simulator model of the alternator load and convertor controller. The coupled model was then used to generate alternator terminal voltage and current predictions. The predicted voltage and current waveforms agreed well with the experimental data, which tended to validate the accuracy of the coupled model. The model was then used to generate predictions of the demagnetization fields acting on the alternator magnets for the alternator under load. The preliminary model predictions indicate that the highest potential for demagnetization is along the inside surface of the uncovered magnets. The demagnetization field for the uncovered magnets when the mover is positioned at the end of a stroke is higher than it is when the mover is at the position of maximum induced voltage or maximum alternator current. Assuming normal load conditions, the model predicted that the onset of demagnetization is most likely to occur for magnet temperatures above 101 C.

Geng, Steven M.↗