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The parameters of the polydispersed unilamellar vesicle population are analyzed on the basis of the separated form-factors model for three different type of membranes. The neutron scattering length density across the membrane is simulated on the base of the HH-model with the linear water distribution., Comment: 5 pages, 4 figures, 2 tables. in: Proceedings of the Germany-JINR Use Meeting "Condensed Matter Physics with Neutrons at the IBR-2 Pulsed Reactor" (June 2004, FLNP JINR, Dubna, Russia),JINR: E14-2004-148, Dubna, Russia, pp.83-87

We trap neutral Cs atoms in a two-dimensional optical lattice and cool them close to the zero-point of motion by resolved-sideband Raman cooling. Sideband cooling occurs via transitions between the vibrational manifolds associated with a pair of magnetic sublevels and the required Raman coupling is provided by the lattice potential itself. We obtain mean vibrational excitations \bar{n}_x \approx \bar{n}_y \approx 0.01, corresponding to a population \sim 98% in the vibrational ground state. Atoms in the ground state of an optical lattice provide a new system in which to explore quantum state control and subrecoil laser cooling, Comment: PDF file, 13 pages including 3 figures

Solar sails are an important propellantless propulsion technology that can enable missions requiring very high velocity changes and/or non-Keplerian orbits.

The long baselines of the next-generation ground-based optical stellar interferometers require optical delay lines which can maintain nm-level path-length accuracy while moving at high speeds. NASA-JPL is currently designing delay lines to meet these requirements. The design is an enhanced version of the Mark III delay line, with the following key features: hardened, large diameter wheels, rather than recirculating ball bearings, to reduce mechanical noise; a friction-drive cart which bears the cable-dragging forces, and drives the optics cart through a force connection only; a balanced PZT assembly to enable high-bandwidth path-length control; and a precision aligned flexural suspension for the optics assembly to minimize bearing noise feedthrough. The delay line is fully programmable in position and velocity, and the system is controlled with four cascaded software feedback loops. Preliminary performance is a jitter in any 5 ms window of less than 10 nm rms for delay rates of up to 28 mm/s; total jitter is less than 10 nm rms for delay rates up to 20 mm/s.

Fuel economy, exhaust emissions, multifuel capability, advanced materials and cost/manufacturability for both conventional and advanced alternative power systems were assessed. To insure valid comparisons of vehicles with alternative power systems, the concept of an Otto-Engine-Equivalent (OEE) vehicle was utilized. Each engine type was sized to provide equivalent vehicle performance. Sensitivity to different performance criteria was evaluated. Fuel economy projections are made for each engine type considering both the legislated emission standards and possible future emissions requirements.

Current and advanced conventional engines, advanced alternative engines, advanced power train components, and other energy conserving automobile modifications which could be implemented by the end of this century are examined. Topics covered include gas turbine engines, Stirling engines, advanced automatic transmissions, alternative fuels, and metal and ceramic technology. Critical problems are examined and areas for future research are indicated.

The purpose of the VEEP simulation program was to: (1) predict vehicle fuel economy and relative emissions over any specified driving cycle; (2) calculate various measures of vehicle performance (acceleration, passing manuevers, gradeability, top speed), and (3) give information on the various categories of energy dissipation (rolling friction, aerodynamics, accessories, inertial effects, component inefficiences, etc.). The vehicle is described based on detailed subsystem information and numerical parameters characterizing the components of a wide variety of self-propelled vehicles. Conventionally arranged heat engine powered automobiles were emphasized, but with consideration in the design toward the requirement of other types of vehicles.

In order to evaluate properly the consequences of replacing conventional Otto-cycle engines with alternate power systems, comparisons must be carried out at the vehicle level with functionally equivalent cars. This paper presents the development and application of a procedure for establishing equivalent vehicles. A systematic weight propagation methodology, based on detailed weight breakdowns and influence factors, yields the vehicle weight impacts due to changes in engine weight and power. Performance-matching criteria, utilizing a vehicle simulation program, are then employed to establish Otto-engine-equivalent vehicles, whose characteristics can form the basis for alternative engine evaluations.