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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 199 records · Page 11
All sourcesNASA NTRSDOE OSTI
NASA NTRS2014

Guidance, Navigation, and Control Performance for the GOES-R Spacecraft

The Geostationary Operational Environmental Satellite-R Series (GOES-R) is the first of the next generation geostationary weather satellites. The series represents a dramatic increase in Earth observation capabilities, with 4 times the resolution, 5 times the observation rate, and 3 times the number of spectral bands. GOES-R also provides unprecedented availability, with less than 120 minutes per year of lost observation time. This paper presents the Guidance Navigation & Control (GN&C) requirements necessary to realize the ambitious pointing, knowledge, and Image Navigation and Registration (INR) objectives of GOES-R. Because the suite of instruments is sensitive to disturbances over a broad spectral range, a high fidelity simulation of the vehicle has been created with modal content over 500 Hz to assess the pointing stability requirements. Simulation results are presented showing acceleration, shock response spectra (SRS), and line of sight (LOS) responses for various disturbances from 0 Hz to 512 Hz. Simulation results demonstrate excellent performance relative to the pointing and pointing stability requirements, with LOS jitter for the isolated instrument platform of approximately 1 micro-rad. Attitude and attitude rate knowledge are provided directly to the instrument with an accuracy defined by the Integrated Rate Error (IRE) requirements. The data are used internally for motion compensation. The final piece of the INR performance is orbit knowledge, which GOES-R achieves with GPS navigation. Performance results are shown demonstrating compliance with the 50 to 75 m orbit position accuracy requirements. As presented in this paper, the GN&C performance supports the challenging mission objectives of GOES-R.

Control↗
NASA NTRS2014

Temporal Evolution of Solar Wind Ion Composition and Their Source Coronal Holes During the Declining Phase of Cycle 23. I. Low-Latitude Extension of Polar Coronal Holes

We analyzed 27 solar wind (SW) intervals during the declining phase of cycle 23, whose source coronal holes (CHs) can be unambiguously identified and are associated with one of the polar CHs. We found that the SW ions have a temporal trend of decreasing ionization state, and such a trend is different between the slow and fast SW. The photospheric magnetic field, both inside and at the outside boundary of the CH, also exhibits a trend of decrease with time. However, EUV line emissions from different layers of the atmosphere exhibit different temporal trends. The coronal emission inside the CH generally increases toward the CH boundary as the underlying field increases in strength and becomes less unipolar. In contrast, this relationship is not seen in the coronal emission averaged over the entire CH. For C and O SW ions that freeze-in at lower altitude, stronger correlation between their ionization states and field strength (both signed and unsigned) appears in the slow SW, while for Fe ions that freeze-in at higher altitude, stronger correlation appears in the fast SW. Such correlations are seen both inside the CH and at its boundary region. On the other hand, the coronal electron temperature correlates well with the SW ion composition only in the boundary region. Our analyses, although not able to determine the likely footpoint locations of the SW of different speeds, raise many outstanding questions for how the SW is heated and accelerated in response to the long-term evolution of the solar magnetic field.

MAGNETIC FIELDS↗
NASA NTRS2019

The NASA Space Geodesy Network

NASA successfully demonstrated next generation SLR, VLBI, and GNSS using the GGAO prototypes.Tier 1 deployment of next generation stations is underway: KPGO (Kokee Park, Hawaii); VGOS station operational; VGOS station at McDonald Observatory, Texas nearly operational; build of long-lead items for first 3 SLR stations underway. Planning and discussions with international partners for Tier 2 deployment underway. Plan for Decadal Survey responsive deployment acceleration under review by NASA.

Merkowitz, Stephen↗
NASA NTRS1993

Evaluation of Conservatism in Low Frequency Vibration Test Control

Aerospace structures are typically qualified for low frequency flight environments by using a swept-sine vibration test method. However, this ground testing has a tendency to produce substantial overtesting at certain frequencies. This paper presents an evaluation of the response conservatism present with a typical swept-sine and two transient vibration tests when applied to a typical spacecraft component. The absolute conservatism between a typical launch transient response and the test environment responses is measured using alternative characterizations of transient vibrations previously used in shock testing. The characterizations used include the Shock Intensity Spectrum, Shock Response Spectrum, Acceleration Root Mean Square in both frequency and time domains, and Ranked Peaks. Control of the test/flight conservatism is shown to be possible through the overtest factor (OTF) parameter.

Conservatism↗
NASA NTRS2023

UAM Instrument Flight Procedure Design and Evaluation in the Joby Flight Simulator

NASA’s Advanced Air Mobility (AAM) National Campaign (NC) partnered with Joby Aviation to test and evaluate different developmental candidate Urban Air Mobility (UAM) Instrument Flight Procedure (IFP) designs including new departure, enroute, approach and missed approach architectures using Joby’s high-fidelity engineering aircraft simulator. In conjunction with the simulator testing, this effort also evaluated related aspects such as charting, coding, and adherence to flight planning criteria. The test objectives were to assess the safety, efficiency, passenger comfort and noise of the different variations of the developmental IFPs. Safety-related measures include clearance from terrain and vertical obstructions, procedure flyability, and flight path conformance. Efficiency-related measures included time required, airspace volume required, and battery energy required. Passenger comfort and ride quality measures include roll/pitch angles, roll/pitch attitude change rates, and airspeeds prior to aggressive maneuvers, subjective pilot/passenger responses and acceleration forces. The noise impacts of the different IFPs will be interpolated/extrapolated using data from the simulator fed into a separate Joby acoustic software-based tool. Overall, several tradeoffs were identified and characterized between the different variations of the developmental IFP profiles. No single version of the developmental IFP structure scored highest across all measures listed above; rather, different IFP variations proved optimal for different measures, confirming that the best IFP depends on which specific measures are prioritized for a given aircraft, location and operation.

National Campaign↗
NASA NTRS2012

Radiation from Shock-Accelerated Particles

Plasma instabilities excited in collisionless shocks are responsible for particle acceleration, generation of magnetic fields , and associated radiation. We have investigated the particle acceleration and shock structure associated with an unmagnetized relativistic jet propagating into an unmagnetized plasma. Cold jet electrons are thermalized and slowed while the ambient electrons are swept up to create a partially developed hydrodynamic-like shock structure. The shock structure depends on the composition of the jet and ambient plasma (electron-positron or electron-ions). Strong electromagnetic fields are generated in the reverse , jet shock and provide an emission site. These magnetic fields contribute to the electron's transverse deflection behind the shock. We have calculated, self-consistently, the radiation from electrons accelerated in the turbulent magnetic fields. We found that the synthetic spectra depend on the Lorentz factor of the jet, its thermal temperature and strength of the generated magnetic fields. The detailed properties of the radiation are important for understanding the complex time evolution and/or spectral structure in gamma-ray bursts, relativistic jet shocks, and supernova remnants

Nishikawa, Ken-ichi↗
NASA NTRS1999

Horizontal vestibuloocular reflex evoked by high-acceleration rotations in the squirrel monkey. I. Normal responses

The horizontal angular vestibuloocular reflex (VOR) evoked by high-frequency, high-acceleration rotations was studied in five squirrel monkeys with intact vestibular function. The VOR evoked by steps of acceleration in darkness (3,000 degrees /s(2) reaching a velocity of 150 degrees /s) began after a latency of 7.3 +/- 1.5 ms (mean +/- SD). Gain of the reflex during the acceleration was 14.2 +/- 5.2% greater than that measured once the plateau head velocity had been reached. A polynomial regression was used to analyze the trajectory of the responses to steps of acceleration. A better representation of the data was obtained from a polynomial that included a cubic term in contrast to an exclusively linear fit. For sinusoidal rotations of 0.5-15 Hz with a peak velocity of 20 degrees /s, the VOR gain measured 0.83 +/- 0.06 and did not vary across frequencies or animals. The phase of these responses was close to compensatory except at 15 Hz where a lag of 5.0 +/- 0.9 degrees was noted. The VOR gain did not vary with head velocity at 0.5 Hz but increased with velocity for rotations at frequencies of >/=4 Hz (0. 85 +/- 0.04 at 4 Hz, 20 degrees /s; 1.01 +/- 0.05 at 100 degrees /s, P < 0.0001). No responses to these rotations were noted in two animals that had undergone bilateral labyrinthectomy indicating that inertia of the eye had a negligible effect for these stimuli. We developed a mathematical model of VOR dynamics to account for these findings. The inputs to the reflex come from linear and nonlinear pathways. The linear pathway is responsible for the constant gain across frequencies at peak head velocity of 20 degrees /s and also for the phase lag at higher frequencies being less than that expected based on the reflex delay. The frequency- and velocity-dependent nonlinearity in VOR gain is accounted for by the dynamics of the nonlinear pathway. A transfer function that increases the gain of this pathway with frequency and a term related to the third power of head velocity are used to represent the dynamics of this pathway. This model accounts for the experimental findings and provides a method for interpreting responses to these stimuli after vestibular lesions.

NASA Program Biomedical Research and Countermeasur↗
NASA NTRS2021

Center of Gravity Quasi-Static Load Estimate Using Random Vibration Responses

The quasi-static load (QSL) is often levied on flight hardware structural designers as a requirement. This requirement is verified either by test or analysis with engineers using different approaches to meet this requirement. A commonly used approach is to consider the rms acceleration Center of Gravity (CG) responses of test articles undergoing random vibration tests. The differences between structural engineers and/or test conductors within the space industry exist on how the data obtained from flight hardware random vibration tests are used to estimate QSLs. In this paper, a method to accurately estimate the CG grms from the acceleration power spectral densities with an appropriate sigma value to estimate peak CG accelerations is discussed. Recommendations are made to ensure that the community follows consistent QSL estimation from random vibration test data. The method of estimating the CG acceleration responses may also be used to response limit if the flight hardware responses exceed flight limit loads with margins.

Kolaini, Ali↗
NASA NTRS1972

Estimation of automobile-driver describing function from highway tests using the double steering wheel

The automobile-driver describing function for lateral position control was estimated for three subjects from frequency response analysis of straight road test results. The measurement procedure employed an instrumented full size sedan with known steering response characteristics, and equipped with a lateral lane position measuring device based on video detection of white stripe lane markings. Forcing functions were inserted through a servo driven double steering wheel coupling the driver to the steering system proper. Random appearing, Gaussian, and transient time functions were used. The quasi-linear models fitted to the random appearing input frequency response characterized the driver as compensating for lateral position error in a proportional, derivative, and integral manner. Similar parameters were fitted to the Gabor transformed frequency response of the driver to transient functions. A fourth term corresponding to response to lateral acceleration was determined by matching the time response histories of the model to the experimental results. The time histories show evidence of pulse-like nonlinear behavior during extended response to step transients which appear as high frequency remnant power.

Delp, P.↗
NASA NTRS1975

Sympathetic neural control of indoleamine metabolism in the rat pineal gland

The mechanisms responsible for the acceleration in rat pineal biosynthetic activity in response to prolonged exposure to darkness or to immobilization were investigated in animals whose pineals were surgically denervated. Some animals were adrenalectomized to remove one potential source of circulating catecholamines, and some were subjected to a partial chemical sympathectomy accomplished by a series of intravenous injections of 6-hydroxydopamine. Results suggest that N-acetyltransferase (NAT) activity can be enhanced either by release of norepinephrine from sympathetic terminals within the pineal or from sympathetic nerve terminals elsewhere. The stress of immobilization stimulates the pineal by increasing circulating catecholamines. Photic control of pineal function requires intact pineal sympathetic innervation, since the onset of darkness apparently does not cause a sufficient rise in circulating catecholamines to stimulate the pineal. The present studies suggest that nonspecific stress triggers increased biosynthesis and secretion of melatonin; it is possible that this hormone may participate in mechanisms of adaptation.

Lynch, H. J.↗
NASA NTRS1989

Physical phenomena and the microgravity response

The living biological cell is not a sack of Newtonian fluid containing systems of chemical reactions at equilibrium. It is a kinetically driven system, not a thermodynamically driven system. While the cell as a whole might be considered isothermal, at the scale of individual macromolecular events there is heat generated, and presumably sharp thermal gradients exist at the submicron level. Basic physical phenomena to be considered when exploring the cell's response to inertial acceleration include particle sedimentation, solutal convection, motility electrokinetics, cytoskeletal work, and hydrostatic pressure. Protein crystal growth experiments, for example, illustrate the profound effects of convection currents on macromolecular assembly. Reaction kinetics in the cell vary all the way from diffusion-limited to life-time limited. Transport processes vary from free diffusion, to facilitated and active transmembrane transport, to contractile-protein-driven motility, to crystalline immobilization. At least four physical states of matter exist in the cell: aqueous, non-aqueous, immiscible-aqueous, and solid. Levels of order vary from crystalline to free solution. The relative volumes of these states profoundly influence the cell's response to inertial acceleration. Such subcellular phenomena as stretch-receptor activation, microtubule re-assembly, synaptic junction formation, chemotactic receptor activation, and statolith sedimentation were studied recently with respect to both their basic mechanisms and their responsiveness to inertial acceleration. From such studies a widespread role of cytoskeletal organization is becoming apparent.

Todd, Paul↗
NASA NTRSDate not supplied

Comparison of Anthropomorphic Test Device and human Volunteer Responses in Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to validate the safety of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and the vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded in human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa Reiber↗
NASA NTRS2024

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
NASA NTRS2024

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
NASA NTRSDate not supplied

Comparison of Anthropomorphic Test Device and Human Volunteer Responses in Simulated Landing Impact Tests of U.S. Space Vehicles

United States (U.S.) crewed vehicles are being designed to support the National Aeronautics and Space Administration’s (NASA’s) human spaceflight programs. Vehicles must be designed to meet NASA’s occupant protection requirements including landing injury assessment with anthropomorphic test devices (ATDs) and analytical models. However, these tools are limited in capturing all injuries that might occur during spacecraft landings. A NASA study of injuries during Soyuz vehicle landings has shown that analytical models are underpredicting occupant injury. Because of the inherent limitations with our analytical tools, human volunteer impact testing was employed to assess flight-like landing conditions of U.S. crewed vehicles. A total of 84 human volunteer tests in 11 different test orientations and g-levels were completed as part of this effort in collaboration with the Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base and U.S. vehicle development companies. Human subjects were tested at various realistic landing loads and in the highest fidelity seat and suit components that were available at the time of testing for two U.S. vehicles. Matched-pair ATD tests in the same test conditions were also conducted with small female and midsized male Hybrid III ATDs. ATDs were fully instrumented. Head accelerations and subjective responses were recorded for human subjects. In some cases, chest accelerations were captured. Responses of the ATDs and humans in matched-pair tests were compared. No ATD tests showed evidence for risk of injury based on NASA occupant protection requirements. Human subjects reported 17 cases of discomfort or pain, and 1 human subject was diagnosed with a minor injury that was not evident in the ATD tests. These results provide evidence that ATDs do not capture all potential injury risks, namely lower severity injuries, discomfort, pain, and fit issues. Overall, human testing is beneficial to understanding the true risk of injury to crewmembers during Earth landings.

Teresa M Reiber↗
NASA NTRS1961

Design and Flight Tests of an Adaptive Control System Employing Normal-Acceleration Command

An adaptive control system employing normal-acceleration command has been designed with the aid of an analog computer and has been flight tested. The design of the system was based on the concept of using a mathematical model in combination with a high gain and a limiter. The study was undertaken to investigate the application of a system of this type to the task of maintaining nearly constant dynamic longitudinal response of a piloted airplane over the flight envelope without relying on air data measurements for gain adjustment. The range of flight conditions investigated was between Mach numbers of 0.36 and 1.15 and altitudes of 10,000 and 40,000 feet. The final adaptive system configuration was derived from analog computer tests, in which the physical airplane control system and much of the control circuitry were included in the loop. The method employed to generate the feedback signals resulted in a model whose characteristics varied somewhat with changes in flight condition. Flight results showed that the system limited the variation in longitudinal natural frequency of the adaptive airplane to about half that of the basic airplane and that, for the subsonic cases, the damping ratio was maintained between 0.56 and 0.69. The system also automatically compensated for the transonic trim change. Objectionable features of the system were an exaggerated sensitivity of pitch attitude to gust disturbances, abnormally large pitch attitude response for a given pilot input at low speeds, and an initial delay in normal-acceleration response to pilot control at all flight conditions. The adaptive system chatter of +/-0.05 to +/-0.10 of elevon at about 9 cycles per second (resulting in a maximum airplane normal-acceleration response of from +/-0.025 g to +/- 0.035 g) was considered by the pilots to be mildly objectionable but tolerable.

McNeill, Water E.↗