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All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Joining Techniques for Novel Metal Polymer Hybrid Heat Exchangers

In the United States, over 50% of the unrecovered energy from industrial processes is in the form of low-grade heat (< 220°C). Materials and maintenance costs of common heat exchangers are typically too high to justify their usage. Polymers, though more affordable, are usually unsuitable for HX applications due to their low thermal conductivity (~0.2 W/mK). Here, we show that metal-polymer hybrids may be attractive from both performance and cost perspectives. The use of polymers further increases the resistance to corrosion by sulfuric and carbonic acids often present in flue gases. An ongoing work explores different configurations of layered polyimide-copper macroscale hybrids for heat exchanger applications using numerical simulations. This paper explores a manufacturing pathway for producing such layered hybrid tubes that involves directly rolling and bonding tapes made of polymer and copper foil into tubes. A critical problem in the fabrication process is the bonding of metal and polymers. We explore approaches involving adhesives (epoxy, acrylic and silicone) for metal/polymer interfaces and direct welding (ultrasonic) for metal/metal interfaces that can be integrated into the manufacturing process. We report characterizations of the thermomechanical properties of these joining processes. This work paves the way for realizing cost-effective manufacturing of heat exchangers for low grade waste heat recovery.

Kuntumalla, Gowtham↗
DOE OSTI2017

Final Technical Report: Development of an Abrasion-Resistant Antisoiling Coating for Front-Surface Reflectors

A high-performance reflective film has been successfully developed for Concentrating Solar Power (CSP) solar concentrators. Anti-soiling properties and abrasion resistance have been incorporated into the reflector to reduce reflector cleaning costs and to enhance durability. This approach has also resulted in higher reflectance and improved specularity. From the outset of this project we focused on the use of established high-volume roll-to-roll manufacturing techniques to achieve low manufacturing costs on a per ubit area basis. Roll-to-roll manufacturng equipment has a high capital cost so there is an entire industry devoted to roll-to-roll “toll” manufacturing, where the equipment is operated “around the clock” to produce a multitude of products for a large variety of uses. Using this approach, the reflective film can be manufactured by toll coaters/converters on an as-needed basis.

14 SOLAR ENERGY↗
DOE OSTI2022

PNNL's Characterization Summary for MP-2 Experiment

Characterization of as-fabricated fuel was performed at Pacific Northwest National Laboratory (PNNL) in accordance with the characterization plan for the fabrication of U 10Mo plate fuel for the U.S. High Performance Research Reactor conversion program’s Fuel Fabrication Pillar (INL 2021). Similar characterization work is also being performed at Idaho National Laboratory to provide a detailed understanding of the as-fabricated foils that would be irradiated in the Mini-Plate 2 (MP 2) experiment. Under the MP 2 characterization plan, foils are studied that have different fabrication parameters (such as rolling condition, rolling thickness reduction, co-rolling with Zr layers). Similar samples from master foils were sent to both the organizations, so that the testing and analysis can be done independently using similar equipment and standardized measurement and analysis procedures. A final, consolidated report will be prepared based on this work and will summarize all the information obtained from the two laboratories. The MP 2 experiment will provide an opportunity to understand the effects of processing conditions on the final fuel microstructure, to compare results obtained independently, and achieve a two-way validation. In Fiscal Year 2022, PNNL received five MP 2 cast (PD STD2) samples to examine the foils’ chemistry and microstructure. For each cast sample, PNNL received samples from three different locations. PNNL also received and characterized 24 U 10Mo foil samples, by sectioning four pieces/specimens from each foil, in accordance with the MP 2 Characterization Plan (INL 2021). These 24 samples consist of four types of foils from BWX Technologies: 0.047 in. thick hot-rolled and annealed samples with Zr layers; 0.025 in. thick cold-rolled and annealed samples with Zr layers; 0.0105 in. thick cold-rolled and annealed samples with Zr layers. Along with these, PNNL also received four plates with Zr layers that were 0.025 in. and 0.0105 in. thick. This report describes the results of PNNL’s MP 2 foil characterization. Microstructure, Mo homogeneity, carbide fraction and morphology, U 10Mo foil thickness, and Zr thickness were evaluated in both the longitudinal and transverse directions for all the foils of the three different thicknesses.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Alternate Methods for Cleaning Zirconium Plate

The United States High Performance Research Reactor Conversion Program identified the need to transition from highly enriched uranium fuel to lowly enriched uranium fuel for high power research and civil reactors. One of the fuel configurations selected for these reactors was a uranium (U) foil alloyed with 10% molybdenum (Mo). The U-10Mo fuel foil was then covered with a zirconium (Zr) interlayer and pressed into an aluminum cladding. Idaho National Laboratory prescribed a need to remove surface oxidation on the Zr prior to bonding it with U-10Mo fuel foil. To determine the best method of oxidation removal, a variety of polishing methods, including hand polishing with a diamond paste or Scotch-Brite™ pads, mechanically wet-polishing with abrasive belts, and chemical etching with hydrofluoric/nitric acid mixtures, were investigated on pre-polished Zircaloy 702 sheets purchased directly from the manufacturer. No change in surface roughness was detected using any of these methods relative to the as-received material. In fact, scanning electron microscopy detected grit from hand polishing with Amplex Grade 30 waste soluble diamond paste and Scotch-Brite™ pads. Visible staining was found, and fluorine detected via X-ray photoelectron spectroscopy on the flash etching samples. These contaminants were not seen on the as-received material. In addition to the need to remove the oxide layer on the Zr prior to co-rolling, there are concerns that the Neolube debonding agent on the co-rolling can may contaminate the Zr surface after co-rolling. The experimental results found that zirconium in contact with Neolube coated steel plates was easily cleaning with ethanol wiping after heat treated and no carbide inclusions remained on the surface. Overall, all cleaning methods tested did not significantly change the surface roughness of the plates or reduce the oxide layer present on the zirconium. Carbon was found on all the samples, before and after cleaning, except for the flash etch samples which detected fluorine instead. The insignificant changes seen in the cleaned plates relative to the as received plates question the need for cleaning prior to rolling. Further investigation in the requirements for cleaning at this step is recommended. Current methods for cleaning the surface after hot rolling with alcohol appear sufficient. After hot rolling, if Neolube does peel off the can and onto the zirconium coated foil surface, a dry abrasive or diamond paste polish is not recommended due to the chance of abrasive being embedded into the surface. However, the ability of an etchant to lift the lubricant off the zirconium surface indicates that a spot etch method could work to clean specific spots where Neolube is present, if the need arises.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Hot Forging Options for Thick Castings

Uranium alloyed with 10 wt% molybdenum (U-10Mo) is a monolithic nuclear fuel relevant to the National Nuclear Security Administration’s nonproliferation efforts. Research has been underway to optimize processing techniques for the U-10Mo fuel. This study investigated the use of hot compression or “hot forging” on a thick (~1") cast and homogenized U-10Mo plate before standard hot and cold rolling procedures. After plates were cast and homogenized, six samples were cut and forged at 700°C at a strain rate of either 0.10 s –1 or 0.01 s –1 at six levels of reduction. After forging, all samples underwent hot and cold rolling followed by annealing to achieve a final foil thickness of about 0.0085". Samples were taken at each stage of the casting and thermomechanical processing to assess the microstructural evolution. Chemical composition, microstructure, and uranium carbide morphology are presented and assessed in this study. Upon hot forging, dislocations accumulate along the grain boundaries, which serve as nucleation sites for randomly oriented, strain-free grains during subsequent annealing steps. Hot forging and subsequent annealing produced very heterogeneous grain sizes. However, no molybdenum segregation was observed after forging. No obvious trend was observed between forging conditions (strain rate and reduction percentage) and the microstructure after final thermomechanical processing. Upon hot rolling to 0.04" and annealing (700°C for 45 min), the average grain diameters from OM was 17 ± 2 µm across the six different forged samples. The subsequent cold rolling to 0.0085" and then annealing (700°C for 45 min) resulted in an average of 13 ± 2 µm between the six samples. Thus, the starting, as-forged microstructure did not appear to significantly influence the final microstructure of the cold-rolled foil. These results will help with understanding and expanding hot working capabilities for thicker U-10Mo castings. They also provide useful information on the effects of hot forging and its potential use to minimize defects that can arise during subsequent hot and cold rolling procedures.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2019

PNNL's Intermediate Characterization Summary for the MP-1 Experiment

Characterization of the as-fabricated fuel is being performed at Pacific Northwest National Laboratory (PNNL) in accordance with Characterization Plan for the Fabrication of U-10Mo for the MP-1 Experiment, hereinafter the MP-1 Characterization Plan. Similar characterization work is also being performed at two other organizations, INL and Los Alamos National Laboratory, to provide a detailed understanding of the as-fabricated fuel that would be irradiated in the MP-1 experiment. Under the MP 1 Characterization Plan, fuel foils with different fabrication parameters (such as rolling condition, rolling thickness reduction, co-rolling with Zr layers) are being studied. Similar samples from master foils were sent to each of the three organizations, so that testing and analysis can be performed independently using similar equipment and a standardized set of measurement and analysis procedures. A final consolidated report will be prepared based on this work and it will summarize all of the information obtained from different labs. The MP-1 experiment will provide an opportunity to understand the effects of processing conditions on the final fuel microstructure, to compare results obtained independently, and achieve a three-way validation. Currently, PNNL characterized 28 U-10Mo samples, by sectioning six pieces/specimens from each sample/foil, in accordance with the MP-1 Characterization Plan. These 28 samples consist of six types of MP-1 characterization foils from BWXT: 0.047 in. thick hot-rolled samples with and without Zr layers; 0.02 in. thick cold-rolled and annealed samples with and without Zr layers, and 0.01 in. thick cold-rolled and annealed samples with and without Zr layers. During the first year, PNNL completed sectioning of two subsamples per sample/foil and performed the necessary characterization on all 28 U-10Mo samples. This report covers the results of the first year’s analyses of PNNL’s MP-1 fuel characterization samples. Microstructure, chemical composition, carbide morphology, U-10Mo foil thickness, Zr thickness, mechanical properties (microhardness), and density were evaluated in both longitudinal and transverse directions for foils of the three different thicknesses.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1954

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing-tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift-interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing-tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing-tail interference over the angle-of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg. The wing-tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the crossflow drag coefficient along the body and the effect of the wing downwash field on the afterbody loading.

Spahr, J. R.↗
NASA NTRS1974

Air-to-ground Voice Transcriptions and on Board Voice Transcriptions for Skylab 2, Skylab 3 and Skylab 4

Microfilm records of the Skylab 2, 3, and 4 voice transcriptions are presented. The data are contained on ten 16 millimeter reels. The transcriptions are identified as air-to-ground communication and onboard communication. The Skylab 2 data are contained on one roll for air-to-ground and one roll for onboard communication. Skylab 3 data consist of two rolls for air-to-ground and two rolls for on board communication. Skylab 4 data consists of three rolls for air-to-ground and two rolls for onboard communication.

Source record↗
NASA NTRS1975

An investigation of supersonic aeroelastic characteristics of oblique winged aircraft

Two formulations of the oblique wing flutter problem are presented: one formulation allows wing bending deformations and the rigid body roll degree of freedom while the second formulation includes bending-torsional deformation and roll degrees of freedom. Flutter is found to occur in two basic modes. The first mode is associated with bending-roll coupling and occurs at low reduced frequency values. The other instability mode is primarily one of classical bending-torsion with negligible roll coupling; this mode occurs at much higher reduced frequencies. The occurrence of bending-roll coupling mode leads to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertial in roll to the fuselage moment of inertia evidently plays a major role in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1976

Flutter of asymmetrically swept wings

Two formulations of the oblique wing flutter problem are presented; one formulation allows only simple wing bending deformations and rigid body roll as degrees of freedom, while the second formulation includes a more complex bending-torsional deformation together with the roll freedom. Flutter is found to occur in two basic modes. The first mode is associated with wing bending-aircraft roll coupling and occurs at low values of reduced frequency. The second instability mode closely resembles a classical bending-torsion wing flutter event. This latter mode occurs at much higher reduced frequencies than the first. The occurrence of the bending-roll coupling mode is shown to lead to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertia in roll to the fuselage roll moment of inertia is found to be a major factor in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1981

History of ball bearings

The familiar precision rolling-element bearings of the twentieth century are products of exacting technology and sophisticated science. Their very effectiveness and basic simplicity of form may discourage further interest in their history and development. Yet the full story covers a large portion of recorded history and surprising evidence of an early recognition of the advantages of rolling motion over sliding action and progress toward the development of rolling-element bearings. The development of rolling-element bearings is followed from the earliest civilizations to the end of the eighteenth century. The influence of general technological developments, particularly those concerned with the movement of large building blocks, road transportation, instruments, water-raising equipment, and windmills are discussed, together with the emergence of studies of the nature of rolling friction and the impact of economic factors. By 1800 the essential features of ball and rolling-element bearings had emerged and it only remained for precision manufacture and mass production to confirm the value of these fascinating machine elements.

Dowson, D.↗
NASA NTRS1947

Investigation of a Spoiler-Type Lateral Control System on a Wing with Full-Span Flaps in the Langley 19-Foot Pressure Tunnel

Tests of a partial-span model of a large bomber-type air1ane were conducted to determine the. aerodynamic characteristics of the wing equipped with full-span flaps and a retractable spoiler end aileron lateral control system. The arrangement consisted of (1) a double slotted flap extending over aproximate1y 86 percent of the wing semispan, (2) a 20-percent constant-percentage-chord aileron extending from the outboard end of the flap to the wing tip, and (3) a retractable spoiler, located at the 65-percent wing-chord station and extending from approximately 63 percent of the wing semispan to the wing tip. In addition, tests were made of a wing vent (of 1 and 2 percent of the wing chord located directly behind the spoiler), perforations in the spoiler, a blot or cut-out along the lower edge of the spoiler and spoilers of various spans. With full-span flaps deflected and with the 2-percent vent open or closed the initial stalling of the wing occurred at the tips, but with the vents closed there probably would be no appreciable loss in lateral control until maximum lift was reached. The l-percent vent increased the rolling effectiveness of the spoiler at small spoi1er deflections, particularly at high angles of attack with flaps deflected. With flaps deflected the 2-percent vent caused a large reduction in both the wing lift and rolling effectiveness of the spoiler at large angles of attack. However, at small angle of attack the 2-percent vent increased the rolling effectiveness of the spoiler at small spoiler deflections. The simultaneous operation of the spoiler and vent (in contrast to a vent fixed in the wing) would result in a large increase in the effectiveness of the spoiler and would avoid any loss in wing lift as in a fixed vent arrangement. The tests of the spoiler modifications revealed that (1) the spoiler perforations reduced the rolling-moment and yawing-moment coefficients but caused the spoiler hinge-moment coefficients to become more positive; (2) the spoiler slot had no notable effect on the rolling-moment and yawing-moment characteristics but produced a positive increase in the spoiler hinge-moment coefficients at large spoiler deflections; (3) the effects produced by the individual modifications were additive when the various modifications were combined. In general, progressively decreasing the spoiler span by removing the segments from the inboard end of the spoiler caused a decrease in rolling effectiveness approximately proportional to the span of the segment.

WING FLAPS, SLOTTED & AILERONS↗
NASA NTRS1954

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing- tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift - interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing- tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing- tail interference over the angle - of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg center dot The wing- tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the cross flow drag coefficient along the body and the effect of the wing downwash field on the after body loading.

Spahr, J Richard↗
NASA NTRS1961

Stability and Control Characteristics of a Small-Scale Model of an Aerial Vehicle Supported by Two Ducted Fans

An investigation has been made to determine the stability and control characteristics in hovering and in forward flight of a free-flight model representing a type of vertical-take-off-and-landing aircraft which utilizes two fixed ducted fans as its sole source of lift and propulsion. The model, having fans 28 inches in diameter, was considered to be approximately one-third the size of a full-scale aircraft. Control moments for most of the hovering tests and all the forward-flight tests were provided by remotely controlled compressed-air jets at the sides and ends of the model. For one brief phase of the hovering investigation a system of vanes in the duct slipstreams was substituted for the jets as a means of roll control. During the forward-flight tests, the model was flown with both the tandem and side-by-side duct arrangements. In hovering the model exhibited strongly divergent oscillations about the pitch and roll axes. The pitching oscillation of the tandem configuration was of a fairly long period and was not particularly difficult to control; the rolling oscillation, however, was of a relatively short period and was extremely difficult to control. Both oscillations could be completely eliminated by the addition of a sufficient amount of artificial damping. The control moments produced by the vane-type roll control system were weak and were accompanied by a side force of appreciable magnitude and undesirable direction. In forward flight the model required an undesirably large nose-down tilt angle for equilibrium at any appreciable speed. A vane was placed transversely in the slipstream of the forward duct of the tandem configuration in an attempt to reduce this tilt angle. The vane was effective in reducing the tilt angle but apparently caused an increase in the power requirements and in the angle-of-attack instability. Without the vane, a forward speed of 30 knots (full scale) required a nose-down tilt angle of about 300. A powerful pitch control moment was required not only to maintain the trim attitude but also to 2 overcome the effects of instability with angle of attack. Less pitch control moment was required for the tandem configuration than for the side-by-side configuration at any given forward speed. The instability in roll increased with forward speed. No forward speeds in excess of about 20 knots (full scale) were achieved until the artificial damping in roll and the yaw control moment were increased appreciably above values which had proved satisfactory for hovering flight.

Parlett, Lysle P.↗
NASA NTRS2003

Cross-axis adaptation of torsional components in the yaw-axis vestibulo-ocular reflex

The three pairs of semicircular canals within the labyrinth are not perfectly aligned with the pulling directions of the six extraocular muscles. Therefore, for a given head movement, the vestibulo-ocular reflex (VOR) depends upon central neural mechanisms that couple the canals to the muscles with the appropriate functional gains in order to generate a response that rotates the eye the correct amount and around the correct axis. A consequence of these neural connections is a cross-axis adaptive capability, which can be stimulated experimentally when head rotation is around one axis and visual motion about another. From this visual-vestibular conflict the brain infers that the slow-phase eye movement is rotating around the wrong axis. We explored the capability of human cross-axis adaptation, using a short-term training paradigm, to determine if torsional eye movements could be elicited by yaw (horizontal) head rotation (where torsion is normally inappropriate). We applied yaw sinusoidal head rotation (+/-10 degrees, 0.33 Hz) and measured eye movement responses in the dark, and before and after adaptation. The adaptation paradigm lasted 45-60 min, and consisted of the identical head motion, coupled with a moving visual scene that required one of several types of eye movements: (1) torsion alone (-Roll); (2) horizontal/torsional, head right/CW torsion (Yaw-Roll); (3) horizontal/torsional, head right/CCW torsion (Yaw+Roll); (4) horizontal, vertical, torsional combined (Yaw+Pitch-Roll); and (5) horizontal and vertical together (Yaw+Pitch). The largest and most significant changes in torsional amplitude occurred in the Yaw-Roll and Yaw+Roll conditions. We conclude that short-term, cross-axis adaptation of torsion is possible but constrained by the complexity of the adaptation task: smaller torsional components are produced if more than one cross-coupling component is required. In contrast, vertical cross-axis components can be easily trained to occur with yaw head movements.

Non-NASA Center↗
NASA NTRS2007

Critical Issues for Cu(InGa)Se2 Solar Cells on Flexible Polymer Web

Elemental in-line evaporation on glass substrates has been a viable process for the large-area manufacture of CuInSe2-based photovoltaics, with module efficiencies as high as 12.7% [1]. However, lightweight, flexible CuInSe2-based modules are attractive in a number of applications, such as space power sources. In addition, flexible substrates have an inherent advantage in manufacturability in that they can be deposited in a roll-to-roll configuration allowing continuous, high yield, and ultimately lower cost production. As a result, high-temperature polymers have been used as substrates in depositing CuInSe2 films [2]. Recently, efficiency of 14.1% has been reported for a Cu(InGa)Se2-based solar cell on a polyimide substrate [3]. Both metal foil and polymer webs have been used as substrates for Cu(InGa)Se2-based photovoltaics in a roll-to-roll configuration with reasonable success [4,5]. Both of these substrates do not allow, readily, the incorporation of Na into the Cu(InGa)Se2 film which is necessary for high efficiency devices [3]. In addition, polymer substrates, can not be used at temperatures that are optimum for Cu(InGa)Se2 deposition. However, unlike metal foils, they are electrically insulating, simplifying monolithically-integrated module fabrication and are not a source of impurities diffusing into the growing film. The Institute of Energy Conversion (IEC) has modified its in-line evaporation system [6] from deposition onto glass substrates to roll-to-roll deposition onto polyimide (PI) film in order to investigate key issues in the deposition of large-area Cu(InGa)Se2 films on flexible polymer substrates. This transition presented unexpected challenges that had to be resolved. In this paper, two major problems, spitting from the Cu source and the cracking of Mo back contact film, will be discussed and the solution to each will be presented.

Eser, Erten↗
NASA NTRS2011

Benefit of "Push-pull" Locomotion for Planetary Rover Mobility

As NASAs exploration missions on planetary terrains become more aggressive, a focus on alternative modes of locomotion for rovers is necessary. In addition to climbing steep slopes, the terrain in these extreme environments is often unknown and can be extremely hard to traverse, increasing the likelihood of a vehicle or robot becoming damaged or immobilized. The conventional driving mode in which all wheels are either driven or free-rolling is very efficient on flat hard ground, but does not always provide enough traction to propel the vehicle through soft or steep terrain. This paper presents an alternative mode of travel and investigates the fundamental differences between these locomotion modes. The methods of push-pull locomotion discussed can be used with articulated wheeled vehicles and are identified as walking or inchinginch-worming. In both cases, the braked non-rolling wheels provide increased thrust. An in-depth study of how soil reacts under a rolling wheel vs. a braked wheel was performed by visually observing the motion of particles beneath the surface. This novel technique consists of driving or dragging a wheel in a soil bin against a transparent wall while high resolution, high-rate photographs are taken. Optical flow software was then used to determine shearing patterns in the soil. Different failure modes were observed for the rolling and braked wheel cases. A quantitative comparison of inching vs. conventional driving was also performed on a full-scale vehicle through a series of drawbar pull tests in the Lunar terrain strength simulant, GRC-1. The effect of tire stiffness was also compared; typically compliant tires provide better traction when driving in soft soil, however its been observed that rigid wheels may provide better thrust when non-rolling. Initial tests indicate up to a possible 40 increase in pull force capability at high slip when inching vs. rolling.

robotics↗
NASA NTRS1942

A Study of the Effect of Increased Size and Speed of Pursuit Airplanes on the Aileron Balancing Problem

The present trend is toward faster and larger pursuit airplanes. Because both speed and size increase the aileron control forces, the design of ailerons for manual operation is becoming increasingly difficult. In order to obtain a clearer picture of the future problem of balancing ailerons, and inspection has been made of the effects of airplane size and speed on the control forces. Computations were made of the aileron control forces required to meet specified rolling conditions for plain ailerons on wings with spans from 40 to 80 feet and for speeds up to 500 miles per hour. The rolling conditions were specified by two alternative criterions. One was the rolling criterion pb/2V of reference 1. For reasons, which will be discussed later, a value of 0.09 rather than the recommended value of 0.07 was assigned to this criterion. For the criterion pb/2V, the required value of the rolling velocity p varies inversely with the airplane span b. There is some question as to whether the rolling velocity of a pursuit airplane can be permitted to decrease simply because its size is increased. For the second criterion, therefore, the rolling velocity is independent of span (p/V is a constant). The value assigned to this criterion was so chosen that for a wing of 40-foot span the value of pb/2V would be 0.09. The computations neglected compressibility effects. Available experimental data and the results of tests given in reference 2 indicate that the effect of compressibility is to increase the control force. Recent flight tests have indicated that, with certain types of aileron, serious compressibility effects may cause discontinuity at speeds of approximately 400 miles per hour in the aileron control force curves.

Soule, H. A.↗