Hearing Characteristics and Doppler Shift Compensation in South Indian CF-FM Bats

1. Echolocation pulses, Doppler shift compensation behaviour under laboratory conditions and frequency response characteristics of hearing were recorded inRhinolophus rouxi, Hipposideros speoris andHipposideros bicolor. 2. The frequencies of the constant frequency portions of the CF-FM pulses lie at about 82.8 kHz forR. rouxi from Mahabaleshwar, at 85.2 kHz forR. rouxi from Mysore. Hipposiderid bats have considerably higher frequencies at 135 kHz inH. speoris and 154.5 kHz inH. bicolor. The mean sound durations were 50 ms, 6.4 ms and 4.7 ms, respectively. 3. R. rouxi compensates for Doppler shifts in a range up to typically 4 kHz of positive Doppler shifts (Fig. 2). The Doppler shift compensation behaviour is almost identical to that ofR. ferrumequinum. 4. H. speoris andH. bicolor do not compensate for Doppler shifts under laboratory conditions. Doppler shifts in the echoes induce emission frequency changes which are not correlated to the presented Doppler shifts (Fig. 3). 5. The frequency response characteristics of hearing ofR. rouxi show characteristic sensitivity changes near the bat's reference frequency as also found inR. ferrumequinum. The threshold differences between the low threshold at the reference frequency and a few hundred Hz below are 40 to 50 dB in awake bats (Fig. 5). 6. Frequency sensitivity changes near the emitted CF-frequency of the bats are less pronounced inH. speoris or almost absent inH. bicolor

Echo Delay and Overlap with Emitted Orientation Sounds and Doppler-shift Compensation in the Bat, Rhinolophus ferrumequinum

The compensation of Doppler-shifts by the bat, Rhinolophusferrumequinum, functions only when certain temporal relations between the echo and the emitted orientation sound are given. Three echo configurations were used: a) Original orientation sounds were electronically Doppler-shifted and played back either cut at the beginning (variable delay) or at the end (variable duration) of the echo. b) Artificial constant frequency echoes with variable delay or duration were clamped to the frequency of the emitted orientation sound at different Doppler-shifts. c) The echoes were only partially Doppler-shifted and the Doppler-shifted component began after variable delays or had variable durations. With increasing delay or decreasing duration of the Doppler-shifted echo the compensation amplitude for a sinusoidally modulated + 3 kHz Dopplershift (modulation rate 0.08 Hz) decreases for all stimulus configurations (Figs. 1, 2, 3). The range of the Doppler-shift compensation system is therefore limited by the delay due to acoustic travel time to about 4 m distance between bat and target. In this range the overlap duration of the echo with the emitted orientation sound is always sufficiently long, when compared with data on the orientation pulse length during target approach from Schnitzler (1968) (Fig. 5)

Laryngeal Nerve Activity During Pulse Emission in the CF-FM Bat, Rhinolophus ferrumequinum. I. Superior Laryngeal Nerve (External Motor Branch)

The activity of the external (motor) branch of the superior laryngeal nerve (SLN), innervating the cricothyroid muscle, was recorded in the greater horseshoe bat,Rhinolophus ferrumequinum. The bats were induced to change the frequency of the constant frequency (CF) component of their echolocation signals by presenting artificial signals for which they Doppler shift compensated. The data show that the SLN discharge rate and the frequency of the emitted CF are correlated in a linear manner

Collicular Responses to the Frequency Modulated Final Part of Echolocation Sounds in Rhinolophusferrum equinum

Collicular evoked potentials in Rhinolophus ferrum equinum show very prominent responses to the final frequency modulated part of a acoustic stimulus, simulating the natural echolocation sound

Small Fast Spectrum Reactor Designs Suitable for Direct Nuclear Thermal Propulsion

Advancement of U.S. scientific, security, and economic interests through a robust space exploration program requires high performance propulsion systems to support a variety of robotic and crewed missions beyond low Earth orbit. Past studies, in particular those in support of the Space Exploration Initiative (SEI), have shown nuclear thermal propulsion systems provide superior performance for high mass high propulsive delta-V missions. The recent NASA Design Reference Architecture (DRA) 5.0 Study re-examined mission, payload, and transportation system requirements for a human Mars landing mission in the post-2030 timeframe. Nuclear thermal propulsion was again identified as the preferred in-space transportation system. A common nuclear thermal propulsion stage with three 25,000-lbf thrust engines was used for all primary mission maneuvers. Moderately lower thrust engines may also have important roles. In particular, lower thrust engine designs demonstrating the critical technologies that are directly extensible to other thrust levels are attractive from a ground testing perspective. An extensive nuclear thermal rocket technology development effort was conducted from 1955-1973 under the Rover/NERVA Program. Both graphite and refractory metal alloy fuel types were pursued. Reactors and engines employing graphite based fuels were designed, built and ground tested. A number of fast spectrum reactor and engine designs employing refractory metal alloy fuel types were proposed and designed, but none were built. The Small Nuclear Rocket Engine (SNRE) was the last engine design studied by the Los Alamos National Laboratory during the program. At the time, this engine was a state-of-the-art graphite based fuel design incorporating lessons learned from the very successful technology development program. The SNRE was a nominal 16,000-lbf thrust engine originally intended for unmanned applications with relatively short engine operations and the engine and stage design were constrained to fit within the payload volume of the then planned space shuttle. The SNRE core design utilized hexagonal fuel elements and hexagonal structural support elements. The total number of elements can be varied to achieve engine designs of higher or lower thrust levels. Some variation in the ratio of fuel elements to structural elements is also possible. Options for SNRE-based engine designs in the 25,000-lbf thrust range were described in a recent (2010) Joint Propulsion Conference paper. The reported designs met or exceeded the performance characteristics baselined in the DRA 5.0 Study. Lower thrust SNRE-based designs were also described in a recent (2011) Joint Propulsion Conference paper. Recent activities have included parallel evaluation and design efforts on fast spectrum engines employing refractory metal alloy fuels. These efforts include evaluation of both heritage designs from the Argonne National Laboratory (ANL) and General Electric Company GE-710 Programs as well as more recent designs. Results are presented for a number of not-yet optimized fast spectrum engine options

Evaluation of Recent Upgrades to the NESS (Nuclear Engine System Simulation) Code

The Nuclear Thermal Rocket (NTR) concept is being evaluated as a potential propulsion technology for exploratory expeditions to the moon, Mars, and beyond. The need for exceptional propulsion system performance in these missions has been documented in numerous studies, and was the primary focus of a considerable effort undertaken during the Rover/NERVA program from 1955 to 1973. The NASA Glenn Research Center is leveraging this past NTR investment in their vehicle concepts and mission analysis studies with the aid of the Nuclear Engine System Simulation (NESS) code. This paper presents the additional capabilities and upgrades made to this code in order to perform higher fidelity NTR propulsion system analysis and design, and a comparison of its results to the Small Nuclear Rocket Engine (SNRE) design

A Comparison of Materials Issues for Cermet and Graphite-Based NTP Fuels

This paper compares material issues for cermet and graphite fuel elements. In particular, two issues in NTP fuel element performance are considered here: ductile to brittle transition in relation to crack propagation, and orificing individual coolant channels in fuel elements. Their relevance to fuel element performance is supported by considering material properties, experimental data, and results from multidisciplinary fluid/thermal/structural simulations. Ductile to brittle transition results in a fuel element region prone to brittle fracture under stress, while outside this region, stresses lead to deformation and resilience under stress. Poor coolant distribution between fuel element channels can increase stresses in certain channels. NERVA fuel element experimental results are consistent with this interpretation. An understanding of these mechanisms will help interpret fuel element testing results

Multidisciplinary Simulation of Graphite-Composite and Cermet Fuel Elements for NTP Point of Departure Designs

This paper compares the expected performance of two Nuclear Thermal Propulsion fuel types. High fidelity, fluid/thermal/structural + neutronic simulations help predict the performance of graphite-composite and cermet fuel types from point of departure engine designs from the Nuclear Thermal Propulsion project. Materials and nuclear reactivity issues are reviewed for each fuel type. Thermal/structural simulations predict thermal stresses in the fuel and thermal expansion mis-match stresses in the coatings. Fluid/thermal/structural/neutronic simulations provide predictions for full fuel elements. Although NTP engines will utilize many existing chemical engine components and technologies, nuclear fuel elements are a less developed engine component and introduce design uncertainty. Consequently, these fuel element simulations provide important insights into NTP engine performance