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

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All sourcesNASA NTRSDOE OSTI
NASA NTRS2009

NASA's Constellation Program

NASA has established 6 Themes for Exploration: 1) USE THE MOON: Reduce risks and cost and increase productivity of future missions by testing technologies, systems, and operations in a planetary environment other than the Earth. 2) PURSUE SCIENTIFIC: Engage in scientific investigations of the Moon (solar system processes), on the Moon (use the unique environment), and from the Moon (to study other celestial phenomena). 3) EXTEND PERMANENT HUMAN PRESENCE: Develop the capabilities and infrastructure required to expand the number of people, the duration, the self-sufficiency, and the degree of non-governmental activity. 4) EXPAND EARTH S ECONOMIC SPHERE: Create new markets based on lunar activity that will return economic, technological, and quality-of-life benefits. 5) ENHANCE GLOBAL SECURTIY: Provide a challenging, shared, and peaceful global vision that unites nations in pursuit of common objectives. 6) ENGAGE, INSPIRE: Excite the public about space, encourage students to pursue careers in high technology fields, ensure that individuals enter the workforce with the scientific and technical knowledge necessary to sustain exploration.

Baumeister, Joseph↗
NASA NTRS2011

Space Commercialization

A robust and competitive commercial space sector is vital to continued progress in space. The United States is committed to encouraging and facilitating the growth of a U.S. commercial space sector that supports U.S. needs, is globally competitive, and advances U.S. leadership in the generation of new markets and innovation-driven entrepreneurship. Energize competitive domestic industries to participate in global markets and advance the development of: satellite manufacturing; satellite-based services; space launch; terrestrial applications; and increased entrepreneurship. Purchase and use commercial space capabilities and services to the maximum practical extent Actively explore the use of inventive, nontraditional arrangements for acquiring commercial space goods and services to meet United States Government requirements, including measures such as public-private partnerships, . Refrain from conducting United States Government space activities that preclude, discourage, or compete with U.S. commercial space activities. Pursue potential opportunities for transferring routine, operational space functions to the commercial space sector where beneficial and cost-effective.

Martin, Gary L.↗
NASA NTRS2012

NASA's Space Launch System: A Heavy-Lift Platform for Entirely New Missions

The National Aeronautics and Space Administration's (NASA's) Space Launch System (SLS) will contribute a new capability for human space flight and scientific missions beyond low-Earth orbit (LEO). The SLS Program, managed at NASA s Marshall Space Flight Center, will develop the heavy-lift vehicle that will launch the Orion Multi-Purpose Crew Vehicle (MPCV), equipment, supplies, and major science missions for exploration and discovery. Orion will carry crews to space, provide emergency abort capability, sustain the crew during space travel, and provide safe reentry from deep-space return velocities. Supporting Orion s first autonomous flight to lunar orbit and back in 2017 and its first crewed flight in 2021, the SLS ultimately offers a flexible platform for both human and scientific exploration. The SLS plan leverages legacy infrastructure and hardware in NASA s inventory, as well as continues with advanced technologies now in development, to deliver an initial 70 metric ton (t) lift capability in 2017, evolving to a 130-t capability, using a block upgrade approach. This paper will give an overview of the SLS design and management approach against a backdrop of the missions it will support. It will detail the plan to deliver the initial SLS capability to the launch pad in the near term, as well as summarize the innovative approaches the SLS team is applying to deliver a safe, affordable, and sustainable long-range capability for entirely new missions-opening a new realm of knowledge and a world of possibilities for multiple partners. Design reference missions that the SLS is being planned to support include Mars, Jupiter, Lagrange Points, and near-Earth asteroids (NEAs), among others. The Agency is developing its mission manifest in parallel with the development of a heavy-lift flagship that will dramatically increase total lift and volume capacity beyond current launch vehicle options, reduce trip times, and provide a robust platform for conducting new missions destined to rewrite textbooks with the information they deliver, while creating a framework for further collaboration among domestic and international partners, and potentially spurring economic expansion into new markets.

Creech, Stephen D.↗
NASA NTRS2012

NASA's Space Launch System: A Heavy-Lift Platform for Entirely New Missions

The National Aeronautics and Space Administration s (NASA's) Space Launch System (SLS) will contribute a new capability for human space flight and scientific missions beyond low-Earth orbit. The SLS Program, managed at NASA s Marshall Space Fight Center, will develop the heavy-lift vehicle that will launch the Orion Multi-Purpose Crew Vehicle (MPCV), equipment, supplies, and major science missions. Orion will carry crews to space, provide emergency abort capability, sustain the crew during space travel, and provide safe reentry from deep-space return velocities. Supporting Orion s first autonomous flight to lunar orbit and back in 2017 and its first crewed flight in 2021, the SLS ultimately offers a flexible platform for both human and scientific exploration. The SLS plan leverages legacy infrastructure and hardware in NASA s inventory, as well as continues with advanced propulsion technologies now in development, to deliver an initial 70 metric ton (t) lift capability in 2017, evolving to a 130-t capability after 2021, using a block upgrade approach. This paper will give an overview of the SLS design and management approach against a backdrop of the missions it will support. It will detail the plan to deliver the initial SLS capability to the launch pad in the near term, as well as summarize the innovative approaches the SLS team is applying to deliver a safe, affordable, and sustainable long-range capability for entirely new missions opening a new realm of knowledge and a world of possibilities for multiple partners. Design reference missions that the SLS is being planned to support include asteroids, Lagrange Points, and Mars, among others. The Agency is developing its mission manifest in parallel with the development of a heavy-lift flagship that will dramatically increase total lift and volume capacity beyond current launch vehicle options, reduce trip times, and provide a robust platform for conducting new missions destined to rewrite textbooks with the information they deliver, while creating a framework for further collaboration among domestic and international partners, and potentially spurring economic expansion into new markets.

Creech, Stephen A.↗
NASA NTRS2014

NASA Human Health and Performance Center: Open Innovation Successes and Collaborative Projects

In May 2007, what was then the Space Life Sciences Directorate published the 2007 Space Life Sciences Strategy for Human Space Exploration, which resulted in the development and implementation of new business models and significant advances in external collaboration over the next five years. The strategy was updated on the basis of these accomplishments and reissued as the NASA Human Health and Performance Strategy in 2012, and continues to drive new approaches to innovation for the directorate. This short paper describes the open innovation successes and collaborative projects developed over this timeframe, including the efforts of the NASA Human Health and Performance Center (NHHPC), which was established to advance human health and performance innovations for spaceflight and societal benefit via collaboration in new markets.

Davis, Jeffrey R.↗
NASA NTRS2016

Armstrong Flight Research Center Research Technology and Engineering Report 2015

I am honored to endorse the 2015 Neil A. Armstrong Flight Research Center’s Research, Technology, and Engineering Report. The talented researchers, engineers, and scientists at Armstrong are continuing a long, rich legacy of creating innovative approaches to solving some of the difficult problems and challenges facing NASA and the aerospace community.Projects at NASA Armstrong advance technologies that will improve aerodynamic efficiency, increase fuel economy, reduce emissions and aircraft noise, and enable the integration of unmanned aircraft into the national airspace. The work represented in this report highlights the Center’s agility to develop technologies supporting each of NASA’s core missions and, more importantly, technologies that are preparing us for the future of aviation and space exploration.We are excited about our role in NASA’s mission to develop transformative aviation capabilities and open new markets for industry. One of our key strengths is the ability to rapidly move emerging techniques and technologies into flight evaluation so that we can quickly identify their strengths, shortcomings, and potential applications.This report presents a brief summary of the technology work of the Center. It also contains contact information for the associated technologists responsible for the work. Don’t hesitate to contact them for more information or for collaboration ideas.

flight research↗
NASA NTRS2016

Mission Analysis and Aircraft Sizing of a Hybrid-Electric Regional Aircraft

The purpose of this study was to explore advanced airframe and propulsion technologies for a small regional transport aircraft concept (approximately 50 passengers), with the goal of creating a conceptual design that delivers significant cost and performance advantages over current aircraft in that class. In turn, this could encourage airlines to open up new markets, reestablish service at smaller airports, and increase mobility and connectivity for all passengers. To meet these study goals, hybrid-electric propulsion was analyzed as the primary enabling technology. The advanced regional aircraft is analyzed with four levels of electrification, 0 percent electric with 100 percent conventional, 25 percent electric with 75 percent conventional, 50 percent electric with 50 percent conventional, and 75 percent electric with 25 percent conventional for comparison purposes. Engine models were developed to represent projected future turboprop engine performance with advanced technology and estimates of the engine weights and flowpath dimensions were developed. A low-order multi-disciplinary optimization (MDO) environment was created that could capture the unique features of parallel hybrid-electric aircraft. It is determined that at the size and range of the advanced turboprop: The battery specific energy must be 750 watt-hours per kilogram or greater for the total energy to be less than for a conventional aircraft. A hybrid vehicle would likely not be economically feasible with a battery specific energy of 500 or 750 watt-hours per kilogram based on the higher gross weight, operating empty weight, and energy costs compared to a conventional turboprop. The battery specific energy would need to reach 1000 watt-hours per kilogram by 2030 to make the electrification of its propulsion an economically feasible option. A shorter range and/or an altered propulsion-airframe integration could provide more favorable results.

Antcliff, Kevin R.↗
NASA NTRS2018

How Public Private Partnerships Enable NASA Future Space Communication Needs

The NASA Space Communications and Navigation (SCaN) Program is responsible for providing communication and navigation services to scientific and human space exploration missions. SCaN's current Space Network provides radio frequency (RF) relay services to near Earth space missions via Tracking and Data Relay Satellites (TDRS). SCaN plans to offer a new generation of relay services beginning in 2025, including the addition of optical communications capabilities and enhanced RF capabilities. The primary drivers behind the development of these next generation relay network services are to enhance communication and navigation services with significantly reduced development and operational costs. Several approaches being considered for implementation of these services are through government owned capabilities, through commercial service providers, or a combination of the two. One approach receiving a great deal of attention is the use of Public-Private Partnerships (PPP) to develop and provide capabilities or services. Utilizing Public-Private Partnerships allows NASA and commercial entities to share the investment, standards, and risks of developing and testing new or enhanced capabilities which can benefit both NASA and the commercial space communication industry. The capabilities developed under the PPP can then be used to support the growth of the commercial satellite communications industry while simultaneously being introduced into NASA operations to provide service to future NASA missions as part of the NASA Next Generation Architecture. Partnerships formed for this purpose can also serve as the basis for further NASA acquisition activities where government and industry can continue to share the cost, risk, and benefits of space communications capability development and operations. This objective is consistent with the 2010 National Space Policy stated principles: "The United States is committed to encouraging and facilitating the growth of a U.S. commercial space sector that supports U.S. needs, is globally competitive, and advances U.S. leadership in the generation of new markets and innovation-driven entrepreneurship." [1]NASA has conducted several internal studies as well as externally funded studies with industry to define the next generation space communication architecture. NASA has approached the commercial industry through a Request for Information (RFI) to define further the next generation architecture and has conducted numerous internal and external studies. The results are promising and are shaping the approach to utilize Public Private Partnership to achieve NASA's objectives while reducing costs. The commercial satellite industry has begun to deploy high performance, high throughput global satellite constellations which have the potential to provide communication services to NASA Missions. Commercial satellite manufacturers have advanced their processes to rapidly design, build, and deliver, reliable communication satellites using minimum government oversight. In this paper, we will 1) describe the NASA Next Generation Architecture, Concept of Operations (ConOps), and salient characteristics; 2) Discuss the rational of Public-Private Partnerships to achieve NASA’s next generation communication architecture; and 3) Summarize the preliminary analysis performed to date and describe the path forward.

Stegeman, James↗
NASA NTRS2020

Small Businesses Tap into America’s Seed Fund and Help NASA

U.S. companies with less than 500 employees can receive funding to pursue innovative ideas while helping address our nation’s technical challenges, thanks to the Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) programs. Here are just a few of the hundreds of companies—spanning a wide range of industries—that used SBIR/STTR funds from NASA for their cutting-edge research and development (R&D). Through SBIR/STTR, small companies successfully access new markets, grow their business, and expand their capabilities while helping NASA achieve its goals.

SBIR↗
NASA NTRSDate not supplied

Aerospace Cognitive Engineering Laboratory (ACELAB) Simulator for Electric Vertical Takeoff and Landing (eVOTL) Research and Development

A new generation of aerospace innovators are looking for ways to quickly and efficiently transport people in a safe and environmentally friendly manner. In the not-too-distant future, passengers and goods are expected to routinely fly aboard a new breed of cleaner, smarter air vehicles. This represents a new and significant challenge to the Federal Aviation Agency (FAA) which is responsible for aircraft certification, pilot licensing, operating approval and airspace integration. To help streamline this process, NASA has formulated its Advanced Air Mobility (AAM) project to provide research capabilities for development and evaluation of these new concepts and an environment where industry and regulators can work together to understand the requirements and work toward consensus standards for the new market. This paper will describe the development of the Aerospace Cognitive Engineering Lab Rapid Automation Test (ACELeRATE) simulator. ACELeRATE is an adaptable fixed-base aircraft simulator focused on the investigation of the performance and interaction of pilots and increasingly automated aircraft systems. ACELeRATE can be re-configured to support various simulation environments. The simulator includes a simple reconfigurable cockpit placed within a 10-foot spherical dome with a cluster of real-time image generators, high-resolution displays and highly realistic scenery with the surrounding digital terrain and required cultural area details (e.g., hangars, runways, ramp areas, taxiways, test range apparatus, buildings with designated rooftop landing areas, and other man-made 3D structures). This paper will also describe the various hardware and software tools employed in the ACELeRATE simulator, including engineering tools used by NASA for electric Vertical Takeoff and Landing (eVTOL) vehicle equations of motion, wind-model simulation in an urban environment, as well as the various modeling techniques and tools used to quickly generate highly realistic 3D terrain models for low level flight including urban terrain and obstacle depictions.

AAM Simulation Cockpit↗
NASA NTRS2020

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗
DOE OSTI2022

Preliminary Observations on the Hydrogen Redistribution Feedback in YH-Moderated Monolithic Microreactors.

Nuclear microreactors promise to open new markets for nuclear industry. This is due to their potential competitive cost in non-traditional market segments, e.g., mines, forward military basis, extraterrestrial surfaces and remote areas, and inherently safe characteristics that make them deployable where other power sources are not available or difficult to exploit. Transition metal dihydrides have been considered among the most promising candidates for moderating nuclear microreactors. In particular, yttrium hydride (YH\textsubscript{x}) has been selected for high temperature applications due to its high thermal stability and relatively high hydrogen retention at temperatures exceeding $870^\circ C$. One of the main issues associated with the use of hydrides is that, when exposed to temperature, stress, or concentration gradients, the hydrogen contained in the metallic matrix tends to redistribute and leak from the moderating elements, potentially leading to reactivity losses and power swings. The purpose of this paper is to gain a better physical understanding of the neutronic feedback associated with the hydrogen redistribution in YH\textsubscript{x}, by using Griffin and Bison. This feedback is inherently multiphysics, since the hydrogen distribution is strongly dependent on the moderator temperature spatial distribution. In particular, we want to understand the sign (+/-) of the neutronic feedback, its order of magnitude, and its underlying physical causes.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2024

Power System Waveform Datasets for Machine Learning

The desire for increased visibility across the electricity grid will necessarily increase the deployment of sensing and measurement devices and associated data management needs to unprecedented levels. For the existing sensing and measurement infrastructure, there remains a great amount of “value” yet to be extracted through advanced data management and analytics. Availability of more data will not, by itself, lead to changes in grid visibility, security, and resiliency. To create the predictive and prescriptive environment required to enable new markets and transactions for customer revenue and a reliable grid, the data must be collected, organized, evaluated, and analyzed using sophisticated algorithms to provide actionable information allowing operators and customers to reliably manage an increasingly complex grid. Progress in artificial intelligence (AI) has been largely driven by large, publicly available datasets that can be used to train AI algorithms such as MNIST, a database of handwritten images of digits, and ImageNet, an image database of everyday objects. These types of publicly available databases of real-world training datasets have been largely credited for advancement of image processing, computer vision, and deep learning algorithms that these use cases deploy. However, in the power systems industry to date, there are few databases with proper event labeling, and data access to a publicly available collection of power system event waveforms that will allow users to interact with grid signature data. Publicly available datasets of power system event waveforms, such as the DOE/EPRI dataset, often lack critical metadata or contain limited examples of each event type, and data formats vary widely across these datasets.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1972

The Short Haul Air Travel Market: Evaluation of New Forms of Service

Aspects of the demand for air travel and an approach for incorporating them in evaluations of new services are discussed. The approach as described here is being used to evaluate the market for STOL aircraft in the 1980's but it could just as well be used to evaluate the market effects of schedule changes, equipment changes, and new routes, if certain basic data relating these changes to demand are available. A most important change in the market which is likely to take place in the next fifteen years, and which is already underway, is the increasing availability of alternative airports in major cities.

Couts, D. A.↗
NASA NTRS1981

Analysis of the market for a new frozen coal release device

Conditions that contribute to coal freezing and the costs of frozen coal handling are discussed. The various methods currently used to handle frozen coal are examined and assessed relative to costs, effectiveness, and advantages and disadvantages. A NASA designed gas detonation lance for breaking the ice bonds between frozen coal nuggets is described and illustrated. Market demand for the controlled gas detonation lance is estimated to be at least 10 units.

Taglio, S.↗
DOE OSTI2024

Testing biasedness of self-reported microbusiness innovation in the annual business survey

This study tests for potential bias in self-reported innovation due to the inclusion of a research and development (R&D) module that only microbusinesses (less than 10 employees) receive in the Annual Business Survey (ABS). Previous research found that respondents to combined innovation/R&D surveys reported innovation at lower rates than respondents to innovation-only surveys. A regression discontinuity design is used to test whether microbusinesses, which constitute a significant portion of U.S. firms with employees, are less likely to report innovation compared to other small businesses. In the vicinity of the 10-employee threshold, the study does not detect statistically significant biases for new-to-market and new-to-business product innovation. Statistical power analysis confirms the nonexistence of biases with a high power. Comparing the survey design of ABS to earlier combined innovation/R&D surveys provides valuable insights for the proposed integration of multiple Federal surveys into a single enterprise platform survey. The findings also have important implications for the accuracy and reliability of innovation data used as an input to policymaking and business development strategies in the United States.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2023

Bringing high-efficiency silicon solar cells with heterojunction contacts to market with a new, versatile deposition technique

Silicon heterojunction (SHJ) and tunnel-oxide-passivated-contacts (TOPCon) solar cells are the future for silicon technology after passivated-emitter-and-rear-contact (PERC) cells. However, the tool costs (CapEx) for SHJ (TOPCon) make the cell lines more than 2 (1.5) times of the cost of the PERC, which hinders the wide adoption these new technologies despite higher efficiencies. A common challenge for both cell types is that the passivation layers are sensitive to sputter damage. Furthermore, for TOPCon cells, it is desirable to have an inline (instead of batch) process for tunnel oxide and polysilicon to maximize the throughput and thus reduce the operation cost.

14 SOLAR ENERGY↗