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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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At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Measurements of branching fractions and asymmetry parameters of $ {\Xi}_c^0\to \Lambda {\overline{K}}^{\ast 0} $, $ {\Xi}_c^0\to {\Sigma}^0{\overline{K}}^{\ast 0} $, and $ {\Xi}_c^0\to {\Sigma}^{+}{K}^{\ast -} $ decays at Belle

Using a data sample of 980 fb -1 collected with the Belle detector at the KEKB asymmetric-energy e + e - collider, we study the processes of ${\Xi}_c^0\to \Lambda {\overline{K}}^{\ast 0}$, ${\Xi}_c^0\to {\Sigma}^0{\overline{K}}^{\ast 0}$, and ${\Xi}_c^0\to {\Sigma}^{+}{K}^{\ast -}$ for the first time. The relative branching ratios to the normalization mode of ${\Xi}_c^0\to {\Xi}^{-}{\pi}^{+}$ are measured to be ${\displaystyle \begin{array}{c}\mathcal{B}\left({\Xi}_c^0\to \Lambda {\overline{K}}^{\ast 0}\right)/\mathcal{B}\left({\Xi}_c^0\to {\Xi}^{-}{\pi}^{+}\right)=0.18\pm 0.02\left(\mathrm{stat}.\right)\pm 0.01\left(\mathrm{syst}.\right),\\ {}\mathcal{B}\left({\Xi}_c^0\to {\Sigma}^0{\overline{K}}^{\ast 0}\right)/\mathcal{B}\left({\Xi}_c^0\to {\Xi}^{-}{\pi}^{+}\right)=0.69\pm 0.03\left(\mathrm{stat}.\right)\pm 0.03\left(\mathrm{syst}.\right),\\ {}\mathcal{B}\left({\Xi}_c^0\to {\Sigma}^{+}{K}^{\ast -}\right)/\mathcal{B}\left({\Xi}_c^0\to {\Xi}^{-}{\pi}^{+}\right)=0.34\pm 0.06\left(\mathrm{stat}.\right)\pm 0.02\left(\mathrm{syst}.\right),\end{array}}$ where the uncertainties are statistical and systematic, respectively. We obtain ${\displaystyle \begin{array}{c}\mathcal{B}\left({\Xi}_c^0\to \Lambda {\overline{K}}^{\ast 0}\right)=\left(3.3\pm 0.3\left(\mathrm{stat}.\right)\pm 0.2\left(\mathrm{syst}.\right)\pm 1.0\left(\mathrm{ref}.\right)\right)\times {10}^{-3},\\ {}\mathcal{B}\left({\Xi}_c^0\to {\Sigma}^0{\overline{K}}^{\ast 0}\right)=\left(12.4\pm 0.5\left(\mathrm{stat}.\right)\pm 0.5\left(\mathrm{syst}.\right)\pm 3.6\left(\mathrm{ref}.\right)\right)\times {10}^{-3},\\ {}\mathcal{B}\left({\Xi}_c^0\to {\Sigma}^{+}{K}^{\ast 0}\right)=\left(6.1\pm 1.0\left(\mathrm{stat}.\right)\pm 0.4\left(\mathrm{syst}.\right)\pm 1.8\left(\mathrm{ref}.\right)\right)\times {10}^{-3},\end{array}}$ where the uncertainties are statistical, systematic, and from $\mathcal{B}\left({\Xi}_c^0\to {\Xi}^{-}{\pi}^{+}\right)$, respectively. The asymmetry parameters $\alpha \left({\Xi}_c^0\to \Lambda {\overline{K}}^{\ast 0}\right)$ and $\alpha \left({\Xi}_c^0\to {\Sigma}^{+}{K}^{\ast -}\right)$ are 0.15 ± 0.22(stat.) ± 0.04(syst.) and -0.52 ± 0.30(stat.) ± 0.02(syst.), respectively, where the uncertainties are statistical followed by systematic.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2021

Measurement of the energy dependence of the e+e- → $ B\overline{B} $, $ B{\overline{B}}^{\ast } $ and $ {B}^{\ast }{\overline{B}}^{\ast } $ exclusive cross sections

We report the first measurement of the exclusive cross sections e + e - → $B\overline{B}$, e + e - → $B{\overline{B}}^{\ast }$, and e + e - → ${B}^{\ast }{\overline{B}}^{\ast }$ in the energy range from 10.63 GeV to 11.02 GeV. The B mesons are fully reconstructed in a large number of hadronic final states and the three channels are identified using a beam-constrained-mass variable. The shapes of the exclusive cross sections show oscillatory behavior with several maxima and minima. The results are obtained using data collected by the Belle experiment at the KEKB asymmetric-energy e + e - collider.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
NASA NTRS1980

Aerodynamic design and analysis of the AST-204, AST-205, and AST-206 blended wing-fuse large supersonic transport configuration concepts

The aerodynamic design and analysis of three blended wing-fuselage supersonic cruise configurations providing four, five, and six abreast seating was conducted using a previously designed supersonic cruise configuration as the baseline. The five abreast configuration was optimized for wave drag at a Mach number of 2.7. The four and six abreast configurations were also optimized at Mach 2.7, but with the added constraint that the majority of their structure be common with the five abreast configuration. Analysis of the three configurations indicated an improvement of 6.0, 7.5, and 7.7 percent in cruise lift-to-drag ratio over the baseline configuration for the four, five, and six abreast configurations, respectively.

Martin, G. L.↗
DOE OSTI2022

AST Development in M2FCT (ASTWG and iDWG) Update to 21CTP [Slides]

Accelerated Stress Tests (ASTs) are required to evaluate fuel cell component durability in a reasonable time. Current DOE and FCTT ASTs are light duty focused with 5000 – 8000 hour durability requirements. Heavy duty ASTs need to reflect the 25000+ hour durability requirement. Interim solution is to extend the duration of the current light duty ASTs: Catalyst AST has been extended from 30,000 cycles to 90,000 cycles (From 50 hours to 150 hours). We need to understand Heavy duty stressors and tailor ASTs for heavy duty applications: Longer lifetimes; Higher efficiencies – Higher loadings - Potentially higher operating temperatures and voltages; Heat rejection during low speed hill climbs – Higher operating temperature; Longer Idling times – Higher operating voltages and drier operation; Take into account different hybridization strategies (Vary size of battery).

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2022

Study of ${\mathrm{B}}_{\mathrm{c}}^{+}\to \mathrm{J}/\psi {\mathrm{D}}_{\mathrm{s}}^{+}$ and ${\mathrm{B}}_{\mathrm{c}}^{+}\to \mathrm{J}/\psi {\mathrm{D}}_{\mathrm{s}}^{\ast +}$ decays in pp collisions at $\sqrt{\mathrm{s}}$ = 13 TeV with the ATLAS detector

A study of ${B}_c^{+}\to J/\psi {D}_s^{+}$ and ${B}_c^{+}\to J/\psi {D}_s^{\ast +}$ decays using 139 fb –1 of integrated luminosity collected with the ATLAS detector from $\sqrt{s}$ = 13 TeV pp collisions at the LHC is presented. The ratios of the branching fractions of the two decays to the branching fraction of the ${B}_c^{+}$ → J/ψπ + decay are measured: $\mathcal{B}\left({B}_c^{+}\to J/\psi {D}_s^{+}\right)/\mathcal{B}\left({B}_c^{+}\to J/{\psi \pi}^{+}\right)$ = 2.76 ± 0.47 and $\mathcal{B}\left({B}_c^{+}\to J/\psi {D}_s^{\ast +}\right)/\mathcal{B}\left({B}_c^{+}\to J/{\psi \pi}^{+}\right)$ = 5.33 ± 0.96. The ratio of the branching fractions of the two decays is found to be $\mathcal{B}\left({B}_c^{+}\to J/\psi {D}_s^{\ast +}\right)/\mathcal{B}\left({B}_c^{+}\to J/\psi {D}_s^{\ast +}\right)$ = 1.93 ± 0.26. For the ${B}_c^{+}\to J/\psi {D}_s^{\ast +}$ decay, the transverse polarization fraction, Γ ±± /Γ, is measured to be 0.70 ± 0.11. The reported uncertainties include both the statistical and systematic components added in quadrature. The precision of the measurements exceeds that in all previous studies of these decays. These results supersede those obtained in the earlier ATLAS study of the same decays with $\sqrt{s}$ = 7 and 8 TeV pp collision data. A comparison with available theoretical predictions for the measured quantities is presented.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2024

Measurement of the branching fractions of $$ \overline{B} $$ → D(*)K−$$ {K}_{(S)}^{\left(\ast \right)0} $$ and $$ \overline{B} $$ → D(*)$$ {D}_s^{-} $$ decays at Belle II

Abstract We present measurements of the branching fractions of eight$$ {\overline{B}}^0 $$ B ¯ 0 →D (*)+ K − $$ {K}_{(S)}^{\left(\ast \right)0} $$ K S ∗ 0 ,B − →D (*)0 K − $$ {K}_{(S)}^{\left(\ast \right)0} $$ K S ∗ 0 decay channels. The results are based on data from SuperKEKB electron-positron collisions at the Υ(4S) resonance collected with the Belle II detector, corresponding to an integrated luminosity of 362 fb −1 . The event yields are extracted from fits to the distributions of the difference between expected and observedBmeson energy, and are efficiency-corrected as a function ofm(K − $$ {K}_{(S)}^{\left(\ast \right)0} $$ K S ∗ 0 ) andm(D (*) $$ {K}_{(S)}^{\left(\ast \right)0} $$ K S ∗ 0 ) in order to avoid dependence on the decay model. These results include the first observation of$$ {\overline{B}}^0 $$ B ¯ 0 →D + K − $$ {K}_S^0 $$ K S 0 ,B − →D* 0 K − $$ {K}_S^0 $$ K S 0 , and$$ {\overline{B}}^0 $$ B ¯ 0 →D* + K − $$ {K}_S^0 $$ K S 0 decays and a significant improvement in the precision of the other channels compared to previous measurements. The helicity-angle distributions and the invariant mass distributions of theK − $$ {K}_{(S)}^{\left(\ast \right)0} $$ K S ∗ 0 systems are compatible with quasi-two-body decays via a resonant transition with spin-parityJ P = 1 − for theK − $$ {K}_S^0 $$ K S 0 systems andJ P = 1 + for theK − K* 0 systems. We also present measurements of the branching fractions of four$$ {\overline{B}}^0 $$ B ¯ 0 →D (*)+ $$ {D}_s^{-} $$ D s − ,B − →D (*)0 $$ {D}_s^{-} $$ D s − decay channels with a precision compatible to the current world averages.

Physics↗
DOE OSTI2024

Durability of Highly Active PGM Catalyst MEA Tested Via Nitrogen and Air AST Cycling Under HDV Condition

PEMFCs are widely considered as the most promising power sources, particularly for heavy-duty vehicles (HDVs). Unfortunately, the degradation of MEAs under HDV condition remains insufficiently studied. In this work, we systematically investigated two MEAs with catalysts of Pt nanoparticles (NPs) supported over high surface area carbon black. These MEAs were tested for durability under HDV condition in nitrogen using a DOE AST protocol for 180,000 cycles, which is equivalent to 30,000 hours or 1 million miles of operation. The commercial Catalyst MEA also underwent 6,000 AST cycles in air under M2FCT condition. We comprehensively investigated the degradation of catalysts. Our results indicate that both MEAs undergo continuous performance degradation in H 2 /air and H 2 /O 2 during the AST cycling in nitrogen, where analysis employing scanning transmission electron microscopy (STEM) and inductively coupled plasma mass spectrometry (ICP-MS) reveal significant degradation behavior for Pt catalysts. The MEA exhibits more significant degradation, especially within mass transfer region, during the AST process in air. In conclusion, this study describes the long-term degradation behavior and mechanism with AST cycling in nitrogen or air governing highly efficient and durable PGM-catalyst MEA design under HDV conditions.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

Update on MEA AST [Slides]

Goals: Developing MEA ASTs for Heavy Duty Applications: 1) New protocol published within M2FCT in Nov 2022; 2) Work is ongoing to understand the degradation rates of SOA (State of the Art) materials; 3) The protocol will be updated (If needed) by the end of the Fiscal Year (Sept 2023). Updating component specific ASTs: 1) Catalyst AST: Extend from 30K cycles to 90K cycles to reflect LDV and HDV lifetimes of 5000 (8000 hours) and 25000 (30000 hours); 2) Catalyst Supports: Quantifying carbon corrosion during H 2 /Air AST using NDIR; 3) Membrane Degradation: Membrane thinning and FER measurement. Validating developed ASTs with modeled drive cycles and experiments.

08 HYDROGEN↗
NASA NTRS1976

Advanced Supersonic Technology concept AST-100 characteristics developed in a baseline-update study

The advanced supersonic technology configuration, AST-100, is described. The combination of wing thickness reduction, nacelle recontouring for minimum drag at cruise, and the use of the horizontal tail to produce lift during climb and cruise resulted in an increase in maximum lift-to-drag ratio. Lighter engines and lower fuel weight associated with this resizing result in a six percent reduction in takeoff gross weight. The AST-100 takeoff maximum effective perceived noise at the runway centerline and sideline measurement stations was 114.4 decibels. Since 1.5-decibels tradeoff is available from the approach noise, the required engine noise supression is 4.9 decibels. The AST-100 largest maximum overpressure would occur during transonic climb acceleration when the aircraft was at relatively low altitude. Calculated standard +8 C day range of the AST-100, with a 292 passenger payload, is 7348 km (3968 n.mi). Fuel price is the largest contributor to direct operating cost. However, if the AST-100 were flown subsonically (M = 0.9), direct operating costs would increase approximately 50 percent because of time related costs.

Baber, H. T., Jr.↗
NASA NTRS1979

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Baber, H. T., Jr.↗
NASA NTRS1996

AST Combustion Workshop: Diagnostics Working Group Report

A workshop was convened under NASA's Advanced Subsonics Technologies (AST) Program. Many of the principal combustion diagnosticians from industry, academia, and government laboratories were assembled in the Diagnostics/Testing Subsection of this workshop to discuss the requirements and obstacles to the successful implementation of advanced diagnostic techniques to the test environment of the proposed AST combustor. The participants, who represented the major relevant areas of advanced diagnostic methods currently applied to combustion and related fields, first established the anticipated AST combustor flowfield conditions. Critical flow parameters were then examined and prioritized as to their importance to combustor/fuel injector design and manufacture, environmental concerns, and computational interests. Diagnostic techniques were then evaluated in terms of current status, merits and obstacles for each flow parameter. All evaluations are presented in tabular form and recommendations are made on the best-suited diagnostic method to implement for each flow parameter in order of applicability and intrinsic value.

Locke, Randy J.↗
NASA NTRS2001

AST Composite Wing Program: Executive Summary

The Boeing Company demonstrated the application of stitched/resin infused (S/RFI) composite materials on commercial transport aircraft primary wing structures under the Advanced Subsonic technology (AST) Composite Wing contract. This report describes a weight trade study utilizing a wing torque box design applicable to a 220-passenger commercial aircraft and was used to verify the weight savings a S/RFI structure would offer compared to an identical aluminum wing box design. This trade study was performed in the AST Composite Wing program, and the overall weight savings are reported. Previous program work involved the design of a S/RFI-base-line wing box structural test component and its associated testing hardware. This detail structural design effort which is known as the "semi-span" in this report, was completed under a previous NASA contract. The full-scale wing design was based on a configuration for a MD-90-40X airplane, and the objective of this structural test component was to demonstrate the maturity of the S/RFI technology through the evaluation of a full-scale wing box/fuselage section structural test. However, scope reductions of the AST Composite Wing Program pre-vented the fabrication and evaluation of this wing box structure. Results obtained from the weight trade study, the full-scale test component design effort, fabrication, design development testing, and full-scale testing of the semi-span wing box are reported.

Karal, Michael↗
DOE OSTI2025

Multivariable pseudospectrum in C $\ast$ -algebras

Here we look at various forms of spectrum and associated pseudospectrum that can be defined for noncommuting d-tuples of Hermitian elements of a C $\ast$ -algebra. In particular, we focus on the forms of multivariable pseudospectra that are finding applications in physics. The emphasis is on theoretical calculations of examples, in particular for noncommuting pairs and triple of operators on infinite dimensional Hilbert space. In particular, we look at the universal pair of projections in a C $\ast$ -algebra, the usual position and momentum operators, and triples of tridiagonal operators. We prove a relation between the quadratic pseudospectrum and Clifford pseudospectra, as well as results about how symmetries in a tuple of operators can lead to a symmetry in the various pseudospectra.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2021

AST Development for PEM Electrolyzers [Slides]

The ASTWG charter targets include: Develop ASTs to predict 80,000 hours of life in desired application; and Develop additional ASTs to evaluate different PEM electrolyzer components.

30 DIRECT ENERGY CONVERSION↗
NASA NTRS1980

Conceptual study of an advanced supersonic technology transport (AST-107) for transpacific range using low-bypass-ratio turbofan engines

An advanced supersonic technology configuration concept designated the AST-107, using a low bypass ratio turbofan engine, is described and analyzed. The aircraft had provisions for 273 passengers arranged five abreast. The cruise Mach number was 2.62. The mission range for the AST-107 was 8.48 Mm (4576 n.mi.) and an average lift drag ratio of 9.15 during cruise was achieved. The available lateral control was not sufficient for the required 15.4 m/s (30 kt) crosswind landing condition, and a crosswind landing gear or a significant reduction in dihedral effect would be necessary to meet this requirement. The lowest computed noise levels, including a mechanical suppressor noise reduction of 3 EPNdB at the flyover and sideline monitoring stations, were 110.3 EPNdB (sideline noise), 113.1 EPNdB (centerline noise) and 110.5 EPNdB (approach noise).

Morris, S. J., Jr.↗
NASA NTRS1980

Effects of an AST program on US titanium story

The singular importance of titanium as the primary structural material for an efficient advanced supersonic transport (AST) is outlined. The advantages of titanium over other metals are shown to apply to future subsonic aircraft as well as for supersonic designs. The cost problem of titanium is addressed and shown to be markedly reduced by the emerging technologies of superplastic forming/diffusion bonding sandwich, hot isostatic pressing of titanium powders, and isothermal forgings if demonstration programs should validate preliminary findings. The impact of a U.S. AST program on the United States titanium supply and demand picture is postulated.

Fitzsimmons, R. D.↗