Design of a pressurized lunar rover

A pressurized lunar rover is necessary for future long-term habitation of the moon. The rover must be able to safely perform many tasks, ranging from transportation and reconnaissance to exploration and rescue missions. Numerous designs were considered in an effort to maintain a low overall mass and good mobility characteristics. The configuration adopted consists of two cylindrical pressure hulls passively connected by a pressurized flexible passageway. The vehicle has an overall length of 11 meters and a total mass of seven metric tons. The rover is driven by eight independently powered two meter diameter wheels. The dual-cylinder concept allows a combination of articulated frame and double Ackermann steering for executing turns. In an emergency, the individual drive motors allow the option of skid steering as well. Two wheels are connected to either side of each cylinder through a pinned bar which allows constant ground contact. Together, these systems allow the rover to easily meet its mobility requirements. A dynamic isotope power system (DIPS), in conjunction with a closed Brayton cycle, supplied the rover with a continuous supply of 8.5 kW. The occupants are all protected from the DIPS system's radiation by a shield of tantalum. The large amount of heat produced by the DIPS and other rover systems is rejected by thermal radiators. The thermal radiators and solar collectors are located on the top of the rear cylinder. The solar collectors are used to recharge batteries for peak power periods. The rover's shell is made of graphite-epoxy coated with multi-layer insulation (MLI). The graphite-epoxy provides strength while the thermally resistant MLI gives protection from the lunar environment. An elastomer separates the two materials to compensate for the thermal mismatch. The communications system allows for communication with the lunar base with an option for direct communication with earth via a lunar satellite link. The various links are combined into one signal broadcast in the S-band at 2.3 GHz. The rover is fitted with a parabolic reflector disk for S-band transmission, and an omnidirectional antenna for local extravehicular activity (EVA) communication. The rover's guidance, navigation, and control subsystem consists of an inertial guidance system, an orbiting lunar satellite, and an obstacle avoidance system. In addition, the rover is equipped with a number of external fixtures including two telerobotic arms, lights, cameras, EVA storage, manlocks, a docking fixture, solar panels, thermal radiators, and a scientific airlock. In conclusion, this rover meets all of the design requirements and clearly surpasses them in the areas of mobility and maneuverability

Pressurized Lunar Rover (PLR)

The objective of this project was to design a manned pressurized lunar rover (PLR) for long-range transportation and for exploration of the lunar surface. The vehicle must be capable of operating on a 14-day mission, traveling within a radius of 500 km during a lunar day or within a 50-km radius during a lunar night. The vehicle must accommodate a nominal crew of four, support two 28-hour EVA's, and in case of emergency, support a crew of six when near the lunar base. A nominal speed of ten km/hr and capability of towing a trailer with a mass of two mt are required. Two preliminary designs have been developed by two independent student teams. The PLR 1 design proposes a seven meter long cylindrical main vehicle and a trailer which houses the power and heat rejection systems. The main vehicle carries the astronauts, life support systems, navigation and communication systems, lighting, robotic arms, tools, and equipment for exploratory experiments. The rover uses a simple mobility system with six wheels on the main vehicle and two on the trailer. The nonpressurized trailer contains a modular radioisotope thermoelectric generator (RTG) supplying 6.5 kW continuous power. A secondary energy storage for short-term peak power needs is provided by a bank of lithium-sulfur dioxide batteries. The life support system is partly a regenerative system with air and hygiene water being recycled. A layer of water inside the composite shell surrounds the command center allowing the center to be used as a safe haven during solar flares. The PLR 1 has a total mass of 6197 kg. It has a top speed of 18 km/hr and is capable of towing three metric tons, in addition to the RTG trailer. The PLR 2 configuration consists of two four-meter diameter, cylindrical hulls which are passively connected by a flexible passageway, resulting in the overall vehicle length of 11 m. The vehicle is driven by eight independently suspended wheels. The dual-cylinder concept allows articulated as well as double Ackermann steering. The primary power of 8 kW is supplied by a dynamic isotope system using a closed Brayton cycle with a xenon-hydrogen mixture as the working fluid. A sodium-sulfur battery serves as the secondary power source. Excess heat produced by the primary power system and other rover systems is rejected by radiators located on the top of the rear cylinder. The total mass of the PLR 2 is 7015 kg. Simplicity and low total weight have been the driving principles behind the design of PLR 1. The overall configuration consists of a 7-m-long, 3-m-diameter cylindrical main vehicle and a two-wheeled trailer. The cylinder of the main body is capped by eight-section, faceted, semi-hemispherical ends. The trailer contains the RTG power source and is not pressurized. The shell of the main body is constructed of a layered carbon fiber/foam/Kevlar sandwich structure. Included in the shell is a layer of water for radiation protection. The layer of water extends from the front of the rover over the crew compartment and creates a safe haven for the crew during a solar flare-up. The carbon fiber provides the majority of the strength and stiffness and the Kevlar provides protection from micrometeoroids. The Kevlar is covered with a gold foil and multi-layer insulation (MLI) to reduce radiation degradation and heat transfer through the wall. A thin thermoplastic layer seals the fiber and provides additional strength

A central support system can facilitate implementation and sustainability of a Classroom-based Undergraduate Research Experience (CURE) in Genomics

In their 2012 report, the President\u27s Council of Advisors on Science and Technology advocated replacing standard science laboratory courses with discovery-based research courses -a challenging proposition that presents practical and pedagogical difficulties. In this paper, we describe our collective experiences working with the Genomics Education Partnership, a nationwide faculty consortium that aims to provide undergraduates with a research experience in genomics through a scheduled course (a classroom-based undergraduate research experience, or CURE). We examine the common barriers encountered in implementing a CURE, program elements of most value to faculty, ways in which a shared core support system can help, and the incentives for and rewards of establishing a CURE on our diverse campuses. While some of the barriers and rewards are specific to a research project utilizing a genomics approach, other lessons learned should be broadly applicable. We find that a central system that supports a shared investigation can mitigate some shortfalls in campus infrastructure (such as time for new curriculum development, availability of IT services) and provides collegial support for change. Our findings should be useful for designing similar supportive programs to facilitate change in the way we teach science for undergraduates

A course-based research experience: how benefits change with increased investment in instructional time

There is widespread agreement that science, technology, engineering, and mathematics programs should provide undergraduates with research experience. Practical issues and limited resources, however, make this a challenge. We have developed a bioinformatics project that provides a course-based research experience for students at a diverse group of schools and offers the opportunity to tailor this experience to local curriculum and institution-specific student needs. We assessed both attitude and knowledge gains, looking for insights into how students respond given this wide range of curricular and institutional variables. While different approaches all appear to result in learning gains, we find that a significant investment of course time is required to enable students to show gains commensurate to a summer research experience. An alumni survey revealed that time spent on a research project is also a significant factor in the value former students assign to the experience one or more years later. We conclude: 1) implementation of a bioinformatics project within the biology curriculum provides a mechanism for successfully engaging large numbers of students in undergraduate research; 2) benefits to students are achievable at a wide variety of academic institutions; and 3) successful implementation of course-based research experiences requires significant investment of instructional time for students to gain full benefit

HER2-enriched subtype and novel molecular subgroups drive aromatase inhibitor resistance and an increased risk of relapse in early ER+/HER2+ breast cancer

BACKGROUND: Oestrogen receptor positive/ human epidermal growth factor receptor positive (ER+/HER2+) breast cancers (BCs) are less responsive to endocrine therapy than ER+/HER2- tumours. Mechanisms underpinning the differential behaviour of ER+HER2+ tumours are poorly characterised. Our aim was to identify biomarkers of response to 2 weeks’ presurgical AI treatment in ER+/HER2+ BCs. METHODS: All available ER+/HER2+ BC baseline tumours (n=342) in the POETIC trial were gene expression profiled using BC360™ (NanoString) covering intrinsic subtypes and 46 key biological signatures. Early response to AI was assessed by changes in Ki67 expression and residual Ki67 at 2 weeks (Ki672wk). Time-To-Recurrence (TTR) was estimated using Kaplan-Meier methods and Cox models adjusted for standard clinicopathological variables. New molecular subgroups (MS) were identified using consensus clustering. FINDINGS: HER2-enriched (HER2-E) subtype BCs (44.7% of the total) showed poorer Ki67 response and higher Ki672wk (p<0.0001) than non-HER2-E BCs. High expression of ERBB2 expression, homologous recombination deficiency (HRD) and TP53 mutational score were associated with poor response and immune-related signatures with High Ki672wk. Five new MS that were associated with differential response to AI were identified. HER2-E had significantly poorer TTR compared to Luminal BCs (HR 2.55, 95% CI 1.14–5.69; p=0.0222). The new MS were independent predictors of TTR, adding significant value beyond intrinsic subtypes. INTERPRETATION: Our results show HER2-E as a standardised biomarker associated with poor response to AI and worse outcome in ER+/HER2+. HRD, TP53 mutational score and immune-tumour tolerance are predictive biomarkers for poor response to AI. Lastly, novel MS identify additional non-HER2-E tumours not responding to AI with an increased risk of relapse

The impact of immediate breast reconstruction on the time to delivery of adjuvant therapy: the iBRA-2 study

Background: Immediate breast reconstruction (IBR) is routinely offered to improve quality-of-life for women requiring mastectomy, but there are concerns that more complex surgery may delay adjuvant oncological treatments and compromise long-term outcomes. High-quality evidence is lacking. The iBRA-2 study aimed to investigate the impact of IBR on time to adjuvant therapy. Methods: Consecutive women undergoing mastectomy ± IBR for breast cancer July–December, 2016 were included. Patient demographics, operative, oncological and complication data were collected. Time from last definitive cancer surgery to first adjuvant treatment for patients undergoing mastectomy ± IBR were compared and risk factors associated with delays explored. Results: A total of 2540 patients were recruited from 76 centres; 1008 (39.7%) underwent IBR (implant-only [n = 675, 26.6%]; pedicled flaps [n = 105,4.1%] and free-flaps [n = 228, 8.9%]). Complications requiring re-admission or re-operation were significantly more common in patients undergoing IBR than those receiving mastectomy. Adjuvant chemotherapy or radiotherapy was required by 1235 (48.6%) patients. No clinically significant differences were seen in time to adjuvant therapy between patient groups but major complications irrespective of surgery received were significantly associated with treatment delays. Conclusions: IBR does not result in clinically significant delays to adjuvant therapy, but post-operative complications are associated with treatment delays. Strategies to minimise complications, including careful patient selection, are required to improve outcomes for patients

Development and use of an improved filament-winding process model

Ph.D.Kurt C. Gramol

The Bearing of Selection Experiments with Drosophila upon the Frequency of Germinal Changes

14th AIAA/AHI Space Planes and Hypersonic Systems and Technologies Conference November 2006, Canberra, AustraliaLazarus is an unmanned single stage reusable launch vehicle concept utilizing advanced propulsion concepts such as rocket based combined cycle engine (RBCC) and high energy density material (HEDM) propellants. These advanced propulsion elements make the Lazarus launch vehicle both feasible and viable in today's highly competitive market. The Lazarus concept is powered by six rocket based combined cycle engines. These engines are designed to operate with HEDM fuel and liquid oxygen (LOX). During atmospheric flight the LOX is augmented by air traveling through the engines and the resulting propellant mass fractions make single stage to orbit (SSTO) possible. A typical hindrance to SSTO vehicles are the large wings and landing gear necessary for takeoff of a fully fueled vehicle. The Lazarus concept addresses this problem by using a sled to take off horizontally. This sled accelerates the vehicle to over 500 mph using the launch vehicle engines and a propellant cross feed system. This propellant feed system allows the vehicle to accelerate using its own propulsion system without carrying the necessary fuel required while it is attached to the sled. Lazarus is designed to deliver 5,000 lbs of payload to a 100 nmi x 100 nmi x 28.5° orbit due East out of Kennedy Space Center (KSC). This mission design allows for rapid redeployment of small orbital assets with little launch preparation. Lazarus is also designed for a secondary strike mission. The high speed and long range inherent in a SSTO launch vehicle make it an ideal global strike platform. Details of the conceptual design process used for Lazarus are included in this paper. The disciplines used in the design include aerodynamics, configuration, propulsion design, trajectory, mass properties, cost, operations, reliability and safety. Each of these disciplines was computed using a conceptual design tool similar to that used in industry. These disciplines were then combined into an integrated design process and used to minimize the gross weight of the Lazarus design

Tanker Argus: Re-supply for a LEO Cryogenic Propellant Depot

53rd International Astronautical Congress, The World Space Congress Houston, TX, October 10-19, 2002.The Argus reusable launch vehicle (RLV) concept is a single-stage-to-orbit (SSTO) conical, wingedbodied vehicle powered by two liquid hydrogen (LH2)/liquid oxygen (LOX) supercharged ejector ramjets (SERJ). The 3rd generation Argus launch vehicle utilizes advanced vehicle technologies along with a magnetic levitation (Maglev) launch assist track. A tanker version of the Argus RLV is envisioned to provide an economical means of providing liquid fuel and oxidizer to an orbiting low Earth orbit (LEO) propellant depot. This depot could then provide propellant to various spacecraft, including reusable orbital transfer vehicles used to ferry space solar power (SSP) satellites to geo-stationary orbit. Two different tanker Argus configurations were analyzed. The first simply places additional propellant tanks inside the payload bay of an existing Argus reusable launch vehicle. The second concept is a modified pure tanker version of the Argus RLV in which the payload bay is removed and the vehicle propellant tanks are extended to hold additional propellant. An economic analysis was performed for this study that involved the calculation of the design/development and recurring costs of each vehicle. The goal of this analysis was to determine at what flight rate it would be economically beneficial to spend additional development funds to change an existing, sunk cost, payload bay tanker vehicle into a pure tanker design. The results show that for yearly flight rates greater than ~50 flts/yr it is cheaper, on a $/lb basis , to develop and operate a dedicated tanker