A laboratory facility for electric vehicle propulsion system testing

The road load simulator facility located at the NASA Lewis Research Center enables a propulsion system or any of its components to be evaluated under a realistic vehicle inertia and road loads. The load is applied to the system under test according to the road load equation: F(net)=K1F1+K2F2V+K3 sq V+K4(dv/dt)+K5 sin theta. The coefficient of each term in the equation can be varied over a wide range with vehicle inertial representative of vehicles up to 7500 pounds simulated by means of flywheels. The required torque is applied by the flywheels, a hydroviscous absorber and clutch, and a drive motor integrated by a closed loop control system to produce a smooth, continuous load up to 150 horsepower

A close view on the protoplanetary disk in the Bok globule CB26

We present new sub-arcsecond-resolution near-infrared polarimetric imaging and millimetre interferometry data on the circumstellar disk system in the Bok globule CB26. The data imply the presence of a M > 0.01 M_sun edge-on disk of >400 AU in diameter, being in Keplerian rotation around a young ~0.35 M_sun star. The mm dust emission from the inner 200 AU is highly optically thick, but the outer parts are optically thin and made of small dust grains. Planetesimal growth in the inner disk could neither be comfirmed nor excluded. The outer optically thin part of the disk is strongly warped. We argue that the CB 26 disk is a very young protoplanetary disk and show that it is comparable to the early solar system.Comment: Conference proceeding "Origins of stars and planets: The VLT view", ESO, Garching, April 24-27 200

Characterization of the near-term electric vehicle (ETV-1) breadboard propulsion system over the SAE J227a driving schedule D

The electric test vehicle one (ETV-1) was built from the ground up with present state of the art technology. Two vehicles were built and are presently being evaluated by NASA's Jet Propulsion Laboratory (JPL). A duplicate set of propulsion system components was built, mounted on a breadboard, and delivered to NASA's Lewis Research Center for testing on the road load simulator (RLS). Driving cycle tests completed on the system are described

The Mass-Loss Return From Evolved Stars to The Large Magellanic Cloud VI: Luminosities and Mass-Loss Rates on Population Scales

We present results from the first application of the Grid of Red Supergiant and Asymptotic Giant Branch ModelS (GRAMS) model grid to the entire evolved stellar population of the Large Magellanic Cloud (LMC). GRAMS is a pre-computed grid of 80,843 radiative transfer (RT) models of evolved stars and circumstellar dust shells composed of either silicate or carbonaceous dust. We fit GRAMS models to ~30,000 Asymptotic Giant Branch (AGB) and Red Supergiant (RSG) stars in the LMC, using 12 bands of photometry from the optical to the mid-infrared. Our published dataset consists of thousands of evolved stars with individually determined evolutionary parameters such as luminosity and mass-loss rate. The GRAMS grid has a greater than 80% accuracy rate discriminating between Oxygen- and Carbon-rich chemistry. The global dust injection rate to the interstellar medium (ISM) of the LMC from RSGs and AGB stars is on the order of 1.5x10^(-5) solar masses/yr, equivalent to a total mass injection rate (including the gas) into the ISM of ~5x10^(-3) solar masses/yr. Carbon stars inject two and a half times as much dust into the ISM as do O-rich AGB stars, but the same amount of mass. We determine a bolometric correction factor for C-rich AGB stars in the K band as a function of J - K color, BC(K) = -0.40(J-K)^2 + 1.83(J-K) + 1.29. We determine several IR color proxies for the dust mass-loss rate (MLR) from C-rich AGB stars, such as log (MLR) = (-18.90)/((K-[8.0])+3.37)-5.93. We find that a larger fraction of AGB stars exhibiting the `long-secondary period' phenomenon are O-rich than stars dominated by radial pulsations, and AGB stars without detectable mass-loss do not appear on either the first-overtone or fundamental-mode pulsation sequences.Comment: 19 pages, 19 figure

Results of the ETV-1 breadboard tests under steady-state and transient conditions

Steady state tests were run to characterize the system and component efficiencies over the complete speed-torque capabilities of the propulsion system in both motoring and regenerative modes of operation. The steady state data were obtained using a battery simulator to separate the effects on efficiency caused by changing battery state-of-charge and component temperature. Transient tests were performed to determine the energy profiles of the propulsion system operating over the SAE J227a driving schedules

Baseline tests of the AM General DJ-5E electruck electric delivery van

An electric quarter ton truck designed for use as a postal delivery vehicle was tested to characterize the state of the art of electric vehicles. Vehicle performance test results are presented. It is powered by a single-module, 54 volt industrial battery through a silicon controlled rectifier continuously adjustable controller with regenerative braking applied to a direct current compound wound motor

World Outlook and Foreign Policy of Communist China

Our subject is The World Outlook and Foreign Policy of Communist China. This subject implies describing the world as it is seen by the Communist Chinese, and this is not an easy task for any Westerner. In my reading for this presentation I have consulted Chinese, Indian, Australian, and American sources of interpretation, but l have relied even more upon my own long observation and study of historical and contemporary Chinese attitudes

National Cultural Characteristics and National Power

The basis of a nation\u27s capability to exert power is found in its national cultural characteristics—people are the heart, the nerves, the emotions, the intellect that create power

Effects of forward velocity on noise for a J85 turbojet engine with multitube suppressor from wind tunnel and flight tests

Flight and wind tunnel noise tests were conducted using a J85 turbojet engine as a part of comprehensive programs to obtain an understanding of forward velocity effects on jet exhaust noise. Nozzle configurations of primary interest were a 104-tube suppressor with and without an acoustically-treated shroud. The installed configuration of the engine was as similar as possible in the flight and wind tunnel tests. Exact simultaneous matching of engine speed, exhaust velocity, and exhaust temperature was not possible, and the wind tunnel maximum Mach number was approximately 0.27, while the flight Mach number was approximately 0.37. The nominal jet velocity range was 450 to 640 m/sec. For both experiments, background noise limited the jet velocity range for which significant data could be obtained. In the present tests the observed directivity and forward velocity effects for the suppressor are more similar to predicted trends for internally-generated noise than unsuppressed jet noise