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NASA NTRS2018

Testing and Development of NEA Scout Solar Sail Deployer Mechanism

The Near Earth Asteroid (NEA) [1] Scout is a deep space CubeSat designed to use an 86 m2 solar sail to navigate to a near earth asteroid called VG 1991. The solar sail deployment mechanism aboard NEA Scout has gone through numerous design cycles and ground tests since its conception in 2014. An engineering development unit (EDU) was constructed in the spring of 2016 and since then, the NEA Scout team has completed numerous ground deployments aiming to mature the deployment system and the ground test methods used to validate that system. Testing a large, non-rigid gossamer system in 1G environments has presented its difficulties to numerous solar sailing programs before, but NEA Scout's size, sail configuration, and budget has led the team to develop new deployment techniques and uncover new practices while improving their test methods. The program has planned and completed 5 separate full scale sail deployments to date, with a flight sail deployment test scheduled for FY18. The paper entitled "Design and Development of NEA Scout Solar Sail Deployer Mechanism" [2] was presented at the 43rd Aerospace Mechanisms Symposia. Since then, the system has matured and completed ascent vent, random vibration, boom deployment and sail deployment tests. This paper will discuss the lessons learned and advancements made while working on solar sail deployment testing and mechanical redesign cycles.

Few, Alex↗

NASA NTRS2023

On-Board Deployment Event Verification for GOES-R Spacecraft

As is common with many spacecraft designs, the GOES-R vehicles require a series of deployment events to transition from the launch configuration to the operational configuration. Rather than implementing additional sensors to verify various deployments, the GOES-R program developed an alternate approach that uses existing gyro rate sensing. The approach includes two pieces: the first is a new onboard shock detection capability to confirm initiation of individual deployment events, and the second is a ground-based dynamics verification step to confirm completion of deployment events. We first present the algorithm that detects shock events for various deployment devices along with the parameter tuning performed during ground tests. We then show inflight performance of the shock detection algorithm. While shock detection is useful for observing initiation of deployment events, completion of some deployment events cannot be determined by shock detection alone. For these events, such as solar panel latch-up and deployable boom extension, the program developed dynamics models for the deployment transient responses. High-rate gyro data were recorded for these events, which allow the ground team to verify that the appendages were fully deployed. We show the predictive models for these events and corresponding flight results.

GeoXO↗

DOE OSTI2025

Lessons Learned: Summary of Insights From the HERO WEC and Waves to Water Deployments Between 2022 and 2024

In 2020, a team from the National Renewable Energy Laboratory (NREL) partnered with the East Carolina University Coastal Studies Institute to develop a small, modular, wave-powered point absorber desalination prototype. That prototype, known as the hydraulic and electric reverse osmosis wave energy converter (HERO WEC), was intended to de-risk the installation activities planned for the Waves to Water Prize sponsored by the Water Power Technologies Office. The NREL team was given approximately 18 months to design, build, bench test, and deploy the HERO WEC prototype. Since the initial HERO WEC development, it has been used for two in-lab test programs and three ocean deployments. The first in-lab test program focused on ensuring that the overall operation of the device occurred as expected and on validating the operation of safety systems such as pressure relief valves or electrical breakers for load mitigation. The second in-lab test program was the first time the NREL team leveraged NREL’s large-amplitude motion platform to characterize the performance of the HERO WEC. Of the three in-water deployments, the first deployment was effectively an installation and recovery practice with no meaningful wave activity during the time that it was installed. The second deployment was a 2-week effort that enabled both the electric and hydraulic configurations of the device to be in the water for approximately 5 days each. This deployment was also the first time that the team had the opportunity to perform a drivetrain swap on the Coastal Studies Institute research vessel. The third deployment had to be split into two separate installations due to minor damage incurred from the WEC spinning during the initial installation. This report summarizes the deployments, the challenges encountered with each deployment, and the lessons learned for future work.

16 TIDAL AND WAVE POWER↗

NASA NTRSDate not supplied

Controls Modeling Approach for Deployment of a Large Thin Structure for Solar Sails

One of the principal challenges with solar sails is to safely deploy the large sail structures while simultaneously maintaining attitude control. This challenge includes changing moments and products of inertia along with large sail shape uncertainties as it transitions from stowed to the fully deployed shape at the end of the deployment. With these changes, the control system must manage any potential momentum buildup and keep the pointing within mission requirements. The attitude determination and control system team for Solar Cruiser, a 1600 square meter solar sail project out of Marshall Space Flight Center, approached this problem by modeling the nominal moments and products of inertia for different stages of deployment from 10% to 100% in 10% increments. At each step, the inertias were used to generate tuned PID gains, which were used as part of a nominal deployment analysis to prevent unintentional slewing and tumbling. The team created and analyzed off nominal cases, where the moments of inertia and products were changed to induce uncertainties for the control system to manage during deployment. These cases helped verify that the control system can handle off-nominal deployments as well as any uncertainties occurring during deployment of the space sail system. This paper will show this method can be successfully used for modeling solar sail deployments as part of the attitude control system.

Solar Sails↗

NASA NTRSDate not supplied

Controls Modeling Approach for Deployment of a Large Thin Structures for Solar Sails

Solar Sails↗

DOE OSTI2017

Analyzing The Impacts of the Biogas-to-Electricity Purchase Incentives on Electric Vehicle Deployment with the MA3T Vehicle Choice Model

This analysis represents the biogas-to-electricity pathway under the Renewable Fuel Standard (RFS) as a point of purchase incentive and tests the impact of this incentive on EV deployment using a vehicle consumer choice model. The credit value generated under this policy was calculated in a number of scenarios based on electricity use of each power train choice on a yearly basis over the 15 year vehicle lifetime, accounting for the average electric vehicle miles travelled and vehicle efficiency, competition for biogas-derived electricity among electric vehicles (EVs), the RIN equivalence value and the time value of money. The credit value calculation in each of these scenarios is offered upfront as a point of purchase incentive for EVs using the Market Acceptance of Advanced Automotive Technologies (MA3T) vehicle choice model, which tracks sales, fleet size and energy use over time. The majority of the scenarios use a proposed RIN equivalence value, which increases the credit value as a way to explore the analysis space. Additional model runs show the relative impact of the equivalence value on EV deployment. The MA3T model output shows that a consumer incentive accelerates the deployment of EVs for all scenarios relative to the baseline (no policy) case. In the scenario modeled to represent the current biogas-to-electricity generation capacity (15 TWh/year) with a 5.24kWh/RIN equivalence value, the policy leads to an additional 1.4 million plug-in hybrid electric vehicles (PHEVs) and 3.5 million battery electric vehicles (BEVs) in 2025 beyond the no-policy case of 1.3 million PHEVs and 2.1 million BEVs when the full value of the credit is passed on to the consumer. In 2030, this increases to 2.4 million PHEVs and 7.3 million BEVs beyond the baseline. This larger impact on BEVs relative to PHEVs is due in part to the larger credit that BEVs receive in the model based on the greater percentage of electric vehicle miles traveled by BEVs relative to PHEVs. In this scenario 2025 also represents the last year in which biogas-derived electricity is able to fully supply the transportation electricity demand in the model. After 2025, the credit value declines on a per vehicle basis. At the same time a larger fraction of the credit may shift towards biogas producers in order to incent additional biogas production. The expanded 41 TWh/year biogas availability scenarios represent an increase beyond today s generation capacity and allow greater eRIN generation. With a 5.24kWh/RIN equivalence value, when all of the credit is directed towards reducing vehicle purchase prices, the 41 TWh/year biogas scenario results in 4.1 million additional PHEVs and 12.2 million additional BEVs on the road in 2030 beyond the baseline of 2.5 million PHEVs and 6.1 million BEVs. Under this expanded biogas capacity, biogas-derived electricity generation is able to fully supply electricity for a fleet of over 21 million EVs (15.6 million BEVs and 5.8 million PHEVs) on a yearly basis. In addition to assessing the full value credit scenarios described above, multiple scenarios were analyzed to determine the impact if only a fraction of the credit value was passed on to the consumer. In all of these cases, the EV deployment was scaled back as the fraction of the credit that was passed on to the consumer was reduced. These scenarios can be used to estimate the impact if the credit value is reduced in other ways as well, as demonstrated by the scenarios where the current (22.6 kWh/RIN) equivalence value was used. The EV deployment that results from an equivalence value of 22.6 kWh/RIN equivalence value is roughly equivalent to the EV deployment observed in the 25% case using the 5.24 kWh/RIN equivalence value. A higher equivalence value means that a smaller number of credits, and therefore value, is created for each kWh, and therefore the impact on EV deployment is reduced. This analysis shows several of the drivers that will impact eRIN generation and credit value, and tests the impact of an eRIN point of purchase incentive on EV deployment. This additional incentive can accelerate the deployment of EVs when it is used to reduce vehicle purchase prices. However, the ultimate impact of this policy, as modeled here, will be determined by future RIN prices, the extent to which eRIN credit value can be passed on to the consumer as a point of purchase incentive and the equivalence value.

09 BIOMASS FUELS↗

DOE OSTI2020

General Analysis of Data Collected from DOE Lidar Buoy Deployments Off Virginia and New Jersey

Pacific Northwest National Laboratory (PNNL) operates two AXYS WindSentinel lidar buoys for the U.S. Department of Energy’s Wind Energy Technologies. The purpose of these buoys is to collect hub-height winds and supporting meteorological and oceanographic information to facilitate the development of offshore wind energy in the U.S. In general, each buoy is deployed for a year or more at a given location in order to capture at least a full annual cycle of weather conditions. The initial deployment for one buoy was off the coast of Virginia beginning in 2015, and the other buoy was first deployed off the coast of New Jersey beginning in 2016. Over the last two years, PNNL has had an opportunity to analyze the data collected during these first two deployments. This report describes a substantial analysis of data collected by the two lidar buoys operated off the coasts of Virginia and New Jersey. The centerpiece instrument for each buoy as deployed off Virginia and New Jersey is a lidar system, which is designed to measure the horizontal wind vector from approximately 40 m to 200 m above the sea surface with vertical resolution of 40 m. Since the initial deployments, the original lidars have been replaced with more powerful Leosphere 866 v2 systems. The analyses in this report will apply to the original Vindicator systems. In addition to the wind profiles from the lidars, the buoys collect near-surface measurements of wind speed and direction, air temperature, relative humidity, barometric pressure, and solar irradiance. Oceanographic variables measured include the two-dimensional wave spectrum, water temperature and conductivity, and ocean current vectors to a depth of 90 m. An assessment of overall data recovery and a basic analysis of the data collected was provided in a previous report This report substantially extends that analysis. The various sections describe the development and application of an inertial measurement unit (IMU) data recovery scheme for the New Jersey deployment; a climatological analysis of winds at hub height and at the surface together with thermodynamic variables measured at the surface for the full deployment periods; an analysis of oceanographic observations describe sea state; the development of a refinement for NOAA’s WaveWatch III model to allow its application to near-shore areas; a basic climatology of ocean currents observed from the buoys; an analysis of observed winds in the framework of Monin-Obukhov Similarity Theory; and the development and evaluation of techniques to extract turbulence intensity and turbulence kinetic energy from the lidars. The analyses contained in this report provide a great deal of new information about offshore conditions on the U.S. East Coast. In addition, the experience gained will inform both configurations and analysis of data from future deployments of these lidar buoy systems.

17 WIND ENERGY↗

NASA NTRS1993

Design of deployable-truss masts for Space Station

This paper presents an overview of three deployable-truss designs that were considered for use on Space Station Freedom to deploy the solar array wings. The first design chosen early in the program was a nut-deployed coilable longeron mast which has the advantage of being lightweight and reliable, with considerable flight history. Subsequently, because of the restructure of Space Station, a second design was chosen: a lanyard-deployed FASTMast (Folding Articulated Square Truss Mast), which has improved strength and redundancy characteristics for a given stowed volume. After further definition of the load requirements during deployment, however, it became necessary to modify the deployment system, resulting in the third mast design for space station solar arrays: a nut-deployed FASTMast, which was ultimately selected to provide increased stiffness and strength during deployment. This paper presents a brief review of these mast designs and their associated deployment systems, emphasizing the trade-offs involved in selecting between them. In addition, some innovative features of the FASTMast design as it stands currently for Space Station are described, and a brief review of the test program that is underway to qualify this design for flight is included.

Bowden, Mary↗

NASA NTRS2011

Umbilical Deployment Device

The landing scheme for NASA's next-generation Mars rover will encompass a novel landing technique (see figure). The rover will be lowered from a rocket-powered descent stage and then placed onto the surface while hanging from three bridles. Communication between the rover and descent stage will be maintained through an electrical umbilical cable, which will be deployed in parallel with structural bridles. The -inch (13-mm) umbilical cable contains a Kevlar rope core, around which wires are wrapped to create a cable. This cable is helically coiled between two concentric truncated cones. It is deployed by pulling one end of the cable from the cone. A retractable mechanism maintains tension on the cable after deployment. A break-tie tethers the umbilical end attached to the rover even after the cable is cut after touchdown. This break-tie allows the descent stage to develop some velocity away from the rover prior to the cable releasing from the rover deck, then breaks away once the cable is fully extended. The descent stage pulls the cable up so that recontact is not made. The packaging and deployment technique can store a long length of cable in a relatively small volume while maintaining compliance with the minimum bend radius requirement for the cable being deployed. While the packaging technique could be implemented without the use of break-ties, they were needed in this design due to the vibratory environment and the retraction required by the cable. The break-ties used created a series of load-spikes in the deployment signature. The load spikes during the deployment of the initial three coils of umbilical showed no increase between the different temperature trials. The cold deployment did show an increased load requirement for cable extraction in the region where no break-ties were used. This increase in cable drag was superimposed on the loads required to rupture the last set of break-ties, and as such, these loads saw significant increase when compared to their ambient counterparts. While the loads showed spikes of high magnitude, they were of short duration. Because of this, neither the deployment of the rover, nor the motion of the descent stage, would be adversely affected. In addition, the umbilical was found to have a maximum of 1.2 percent chance for recontact with the ultra-high frequency antenna due to the large margin of safety built in.

Shafer, Michael W.↗

DOE OSTI2025

Wave energy in season: a comparative approach to feasibility of seasonal deployments for remote coastal communities

Remote coastal communities, which could be early adopters of wave energy projects, have concerns over costs, conflicts, and potential risks of development. Designers and developers are challenged to address these community concerns as they continue to develop wave energy technologies. One potential means of reducing costs, conflicts, and risks, especially for demonstration and pilot-scale projects, could be planning a deployment that operates for only a portion of the year—a seasonal deployment. Here, in this paper, we examine the impacts of a seasonal deployment in terms of cost, electricity production, operations and maintenance, environmental impacts, and community benefits. We take a holistic, comparative approach to feasibility that can be replicated for other comparative studies. We estimate electricity production using a point absorber WEC modeled near Sitka, AK, USA and optimized for the given sea conditions. We determine that, for remote community sized projects, seasonal deployments could result in small cost savings (less than 10 %), but larger decreases in annual energy production (around 30 % for our case study area). Seasonal deployments could be preferable in places with seasonal energy needs, if failures and device access become a major hindrance to wave energy technology development, or as a cautionary approach to introducing new technology to the oceans. We also determine that a highly seasonal wave resource is not necessarily a requirement for seasonal deployments to be considered. Seasonal deployments are an alternative to year-round deployments that can be considered in places where marine spatial conflict is a seasonal concern.

WEC optimizations↗

DOE OSTI2019

Life cycle assessment and tempo-spatial optimization of deploying dynamic wireless charging technology for electric cars

Dynamic wireless power transfer (DWPT), or dynamic wireless charging technology, enables charging-while-driving and offers opportunities for eliminating range anxiety, stimulating market penetration of electric vehicles (EVs), and enhancing the sustainability performance of electrified transportation. However, the deployment of wireless charging lanes on highways and urban road networks can be costly and resource-intensive. A life cycle assessment (LCA) is conducted here to compare the sustainability performance of DWPT applied in a network of highways and urban roads for charging electric passenger cars. The assessment compares DWPT to stationary wireless charging and to conventional plug-in charging using a case study of Washtenaw County in Michigan, USA over 20 years. The LCA is based on three key sustainability metrics: costs, greenhouse gas (GHG) emissions, and energy burdens, encompassing not only the use-phase burdens from electricity and fuel, but also the upfront deployment burdens of DWPT infrastructure. A genetic algorithm is applied to optimize the rollout of DWPT infrastructure both spatially and temporally in order to minimize life cycle costs, GHG, and energy burdens: (1) spatial optimization selects road segments to deploy DWPT considering traffic volume, speed, and pavement remaining service life (RSL); (2) temporal optimization determines in which year to deploy DWPT on a particular road segment considering EV market share growth as a function of DWPT coverage rate, future DWPT cost reduction, and charging efficiency improvement. Results indicate that optimal deployment of DWPT electrifying up to about 3% of total roadway lane-miles reduces life cycle GHG emissions and energy by up to 9.0% and 6.8%, respectively, and enables downsizing of the EV battery capacity by up to 48%, compared to the non-DWPT scenarios. Roadside solar panels and storage batteries are essential to significantly reduce life cycle energy and GHG burdens but bring additional costs. Breakeven analysis indicates a breakeven year for solar charging benefits to pay back the DWPT infrastructure burdens can be less than 20 years for GHG and energy burdens but longer than 20 years for costs. A monetization of carbon emissions of at least $250 per metric tonne of CO 2 is required to shift the optimal “pro-cost” deployment to the optimal “pro-GHG” deployment. A roadway segment with volume greater than about 26,000 vehicle counts per day, speed slower than 55 miles per hour (1 mile ≈ 1.609 km), and pavement RSL shorter than 3 years should be given a high priority for early-stage DWPT deployment.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1982

Design and analysis considerations for deployment mechanisms in a space environment

On the second flight of the INTELSAT V spacecraft the time required for successful deployment of the north solar array was longer than originally predicted. The south solar array deployed as predicted. As a result of the difference in deployment times a series of experiments was conducted to locate the cause of the difference. Deployment rate sensitivity to hinge friction and temperature levels was investigated. A digital computer simulation of the deployment was created to evaluate the effects of parameter changes on deployment. Hinge design was optimized for nominal solar array deployment time for future INTELSAT V satellites. The nominal deployment times of both solar arrays on the third flight of INTELSAT V confirms the validity of the simulation and design optimization.

Vorlicek, P. L.↗

NASA NTRS1995

A simple method for verifying the deployment of the TOMS-EP solar arrays

The Total Ozone Mapping Spectrometer-Earth Probe (TOMS-EP) mission relies upon a successful deployment of the spacecraft's solar arrays. Several methods of verification are being employed to ascertain the solar array deployment status, with each requiring differing amounts of data. This paper describes a robust attitude-independent verification method that utilizes telemetry from the coarse Sun sensors (CSS's) and the three-axis magnetometers (TAM's) to determine the solar array deployment status - and it can do so with only a few, not necessarily contiguous, points of data. The method developed assumes that the solar arrays are deployed. Telemetry data from the CSS and TAM are converted to the Sun and magnetic field vectors in spacecraft body coordinates, and the angle between them is calculated. Deployment is indicated if this angle is within a certain error tolerance of the angle between the reference Sun and magnetic field vectors. Although several other methods can indicate a non-deployed state, with this method there is a 70% confidence level in confirming deployment as well as a nearly 100% certainty in confirming a non-deployed state. In addition, the spacecraft attitude (which is not known during the first orbit after launch) is not needed for this algorithm because the angle between the Sun and magnetic field vectors is independent of the spacecraft attitude. This technique can be applied to any spacecraft with a TAM and with CSS's mounted on the solar array(s).

Koppersmith, James R.↗

NASA NTRS1998

Qualification of the Tropical Rainfall Measuring Mission Solar Array Deployment System

The Tropical Rainfall Measuring Mission (TRMM) solar arrays are placed into orbital configuration by a complex deployment system. Its two wings each comprise twin seven square solar panels located by a twelve foot articulated boom. The four spring-driven hinge lines per wing are rate-limited by viscous dampers. The wings are stowed against the spacecraft kinematically, and released by five pyrotechnically-actuated mechanisms. Since deployment failure would be catastrophic, a total of 17 deployment tests were completed to qualify the system for the worst cast launch environment. This successful testing culminated in the flawless deployment of the solar arrays on orbit, 15 minutes after launch in November 1997. The custom gravity negation system used to perform deployment testing is modular to allow its setup in several locations, including the launch site in Japan. Both platform and height can be varied, to meet the requirements of the test configuration and the test facility. Its air pad floatation system meets tight packaging requirements, allowing installation while stowed against the spacecraft without breaking any flight interfaces, and avoiding interference during motion. This system was designed concurrently with the deployment system, to facilitate its installation, to aid in the integration of the flight system to the spacecraft, while demonstrating deployment capabilities. Critical parameters for successful testing were alignment of deployment axes and tables to gravity, alignment of table seams to minimize discontinuities, and minimizing pressure drops in the air supply system. Orbital performance was similar to that predicted by ground testing.

Lawrence, Jon↗

NASA NTRS2002

The Propulsive Small Expendable Deployer System (ProSEDS)

This Annual Report covers the following main topics: 1) Updated Reference Mission. The reference ProSEDS (Propulsive Small Expendable Deployer System) mission is evaluated for an updated launch date in the Summer of 2002 and for the new 80-s current operating cycle. Simulations are run for nominal solar activity condition at the time of launch and for extreme conditions of dynamic forcing. Simulations include the dynamics of the system, the electrodynamics of the bare tether, the neutral atmosphere and the thermal response of the tether. 2) Evaluation of power delivered by the tether system. The power delivered by the tethered system during the battery charging mode is computed under the assumption of minimum solar activity for the new launch date. 3) Updated Deployment Control Profiles and Simulations. A number of new deployment profiles were derived based on the latest results of the deployment ground tests. The flight profile is then derived based on the friction characteristics obtained from the deployment tests of the F-1 tether. 4) Analysis/estimation of deployment flight data. A process was developed to estimate the deployment trajectory of the endmass with respect to the Delta and the final libration amplitude from the data of the deployer turn counters. This software was tested successfully during the ProSEDS mission simulation at MSFC (Marshall Space Flight Center) EDAC (Environments Data Analysis Center).

Lorenzini, Enrico C.↗

NASA NTRS2007

Deployable System for Crash-Load Attenuation

An externally deployable honeycomb structure is investigated with respect to crash energy management for light aircraft. The new concept utilizes an expandable honeycomb-like structure to absorb impact energy by crushing. Distinguished by flexible hinges between cell wall junctions that enable effortless deployment, the new energy absorber offers most of the desirable features of an external airbag system without the limitations of poor shear stability, system complexity, and timing sensitivity. Like conventional honeycomb, once expanded, the energy absorber is transformed into a crush efficient and stable cellular structure. Other advantages, afforded by the flexible hinge feature, include a variety of deployment options such as linear, radial, and/or hybrid deployment methods. Radial deployment is utilized when omnidirectional cushioning is required. Linear deployment offers better efficiency, which is preferred when the impact orientation is known in advance. Several energy absorbers utilizing different deployment modes could also be combined to optimize overall performance and/or improve system reliability as outlined in the paper. Results from a series of component and full scale demonstration tests are presented as well as typical deployment techniques and mechanisms. LS-DYNA analytical simulations of selected tests are also presented.

Kellas, Sotiris↗

NASA NTRS2007

Deployable Landing Leg Concept for Crew Exploration Vehicle

The NASA Exploration program is investigating the merits of land landing concepts for the Crew Exploration Vehicle (CEV). Four options are under investigation: retro-rockets which fire and slow the vehicle before contact with the landing surface, deployable crushable material which deploys just before landing and crushes during land contact, airbags which deploy just before landing and deflate during land contact, and deployable legs which deploy before landing and contain material that absorbs energy during land contact. The purpose of the present work is to determine the effectiveness of the deployable leg concept. To accomplish this goal, structural models of the deployable leg concept are integrated with the Crew Model (CM) and computational simulations are performed to determine vehicle and component loadings and acceleration levels. Details of the modeling approach, deployable leg design, and resulting accelerations are provided.

Lawrence, Charles↗

NASA NTRS2004

Lightweight, Self-Deploying Foam Antenna Structures

Lightweight, deployable antennas for a variety of outer-space and terrestrial applications would be designed and fabricated according to the concept of cold hibernated elastic memory (CHEM) structures, according to a proposal. Mechanically deployable antennas now in use are heavy, complex, and unreliable, and they utilize packaging volume inefficiently. The proposed CHEM antenna structures would be simple and would deploy themselves without need for any mechanisms and, therefore, would be more reliable. The proposed CHEM antenna structures would also weigh less, could be packaged in smaller volumes, and would cost less, relative to mechanically deployable antennas. The CHEM concept was described in two prior NASA Tech Briefs articles: "Cold Hibernated Elastic Memory (CHEM) Expandable Structures" (NPO-20394), Vol. 23, No. 2 (February 1999), page 56; and "Solar Heating for Deployment of Foam Structures" (NPO-20961), Vol. 25, No. 10 (October 2001), page 36. To recapitulate from the cited prior articles: The CHEM concept is one of utilizing opencell foams of shape-memory polymers (SMPs) to make lightweight, reliable, simple, and inexpensive structures that can be alternately (1) compressed and stowed compactly or (2) expanded, then rigidified for use. A CHEM structure is fabricated at full size from a block of SMP foam in its glassy state [at a temperature below the glass-transition temperature (Tg) of the SMP]. The structure is heated to the rubbery state of the SMP (that is, to a temperature above Tg) and compacted to a small volume. After compaction, the structure is cooled to the glassy state of the SMP. The compacting force can then be released and the structure remains compact as long as the temperature is kept below Tg. Upon subsequent heating of the structure above Tg, the simultaneous elastic recovery of the foam and its shape-memory effect cause the structure to expand to its original size and shape. Once thus deployed, the structure can be rigidified by cooling below Tg. Once deployed and rigidified, the structure could be heated and recompacted. In principle, there should be no limit on the achievable number of compaction/deployment/ rigidification cycles. Thus far, several different designs of a 3.5-m-long CHEM conical corrugated horn antenna have been analyzed (see figure). A small CHEM structural antenna model was fabricated and a thin, electrically conductive layer of aluminum was deposited on the inner surface of the model. This structural model was then subjected to the compaction and deployment treatments described above to demonstrate the feasibility of a CHEM corrugated horn antenna.

Sokolowski, Witold↗