SEARCH · Engineering Papers

Results for “personal mobility”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 199 records · Page 11

All sources NASA NTRS DOE OSTI

NASA NTRS2024

Earth Independent Medical Operations (EIMO) DATASCOPE Technical Interchange Meeting 21st August 2023: Background and Summary of Discussion

An aspiration for EIMO datascope is to realize artificial intelligence-enhanced solutions for analysis of crew health & performance data and to facilitate clinical decision support for autonomous medical operations. A vision proposed to the meeting participants was that of a “system of systems,” whereby EIMO will utilize AI-supported natural language processing and machine learning techniques to synthesize embedded reference databases and real-time data streams [input vectors] from multiple data sources to continuously and seamlessly assess crew health & performance. Constituent input vectors may include environmental controls, countermeasures data, behavioral data, physiologic wearables, point-of-care laboratory tests, personalized medical records, inventory trade space risk assessments, COTS medical databases, and ground support inputs. An ideal AI capability would possess trained fusion algorithms to cross reference input vectors with medical ‘knowledge’ [cultivated database] to stratify relevant data streams for predictive and actionable capabilities. In addition, EIMO will ideally have a degree of mobility, in that it can be accessed and can push/pull data within and between multiple vehicles/habitats.

Artificial Intelligence↗

NASA NTRS2001

Development of an advanced rocket propellant handler's suit

Most launch vehicles and satellites in the US inventory rely upon the use of hypergolic rocket propellants, many of which are toxic to humans. These fuels and oxidizers, such as hydrazine and nitrogen tetroxide have threshold limit values as low as 0.01 PPM. It is essential to provide space workers handling these agents whole body protection as they are universally hazardous not only to the respiratory system, but the skin as well. This paper describes a new method for powering a whole body protective garment to assure the safety of ground servicing crews. A new technology has been developed through the small business innovative research program at the Kennedy Space Center. Currently, liquid air is used in the environmental control unit (ECU) that powers the propellant handlers suit (PHE). However, liquid air exhibits problems with attitude dependence, oxygen enrichment, and difficulty with reliable quantity measurement. The new technology employs the storage of the supply air as a supercritical gas. This method of air storage overcomes all of three problems above while maintaining high density storage at relatively low vessel pressures (<7000 kPa or approximately 1000 psi). A one hour prototype ECU was developed and tested to prove the feasibility of this concept. This was upgraded by the design of a larger supercritical dewar capable of holding 7 Kg of air, a supply which provides a 2 hour duration to the PHE. A third version is being developed to test the feasibility of replacing existing air cooling methodology with a liquid cooled garment for relief of heat stress in this warm Florida environment. Testing of the first one hour prototype yielded data comparable to the liquid air powered predecessor, but enjoyed advantages of attitude independence and oxygen level stability. Thermal data revealed heat stress relief at least as good as liquid air supplied units. The application of supercritical air technology to this whole body protective ensemble marked an advancement in the state-of-the-art in personal protective equipment. Not only was long duration environmental control provided, but it was done without a high pressure vessel. The unit met human performance needs for attitude independence, oxygen stability and relief of heat stress. This supercritical air (and oxygen) technology is suggested for microgravity applications in life support such as the Extravehicular Mobility Unit. c 2001. Elsevier Science Ltd. All rights reserved.

Hazardous Substances↗

DOE OSTI2021

Shared automated vehicle fleet operations for first-mile last-mile transit connections with dynamic pooling

Shared automated vehicles (SAVs) have the potential to promote transit ridership by providing efficient first-mile last-mile (FMLM) connections through reduced operational costs to fleet providers and lower out-of-pocket costs to riders. To help plan for a future of integrated mobility, this paper investigates the impacts of SAVs serving FMLM connections, as a mode that provides flexibility in access/egress decisions and is well coordinated with train station schedules. To achieve this objective, a novel dynamic pooling algorithm was introduced to match SAVs with riders while coordinating the riders' arrival times at the light-rail station to a known train schedule. Microsimulations of SAVs and travelers throughout two central Austin neighborhoods show how larger service areas, higher levels of SAV demand, and longer arrival times between successive trains require larger SAV fleet sizes and higher SAV utilization rates to deliver close traveler wait times. Four-person SAVs appear to perform similar to 6-seat SAVs but will cost less to provide. Using a dynamic pooling algorithm tightly coordinated with train arrivals (every 15 min) delivers 87% of travelers to their stations in time to catch the next train, whereas uncoordinated assignments deliver just 58% of travelers in time.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2022

Estimating Fast Charging Infrastructure Requirements to Fully Electrify Ride-Hailing Fleets Across the United States

Ride-hailing electrification is made challenging by a variety of factors, including limited driver access to overnight charging and a nascent network of public direct-current fast charging (DCFC). This article projects the DCFC infrastructure needed to electrify ride-hailing across 384 cities in the United States. Research leveraging a novel infrastructure projection tool, Electric Vehicle Infrastructure Tool for On-Demand Mobility Services model (EVI-OnDemand), estimates that 25,400 DCFC ports capable of charging vehicles at a mean power of 150 kW are required to electrify 1.45 million ride-hailing vehicles in the baseline scenario. Results show that ride-hailing vehicles require 17.5 DCFC ports per 1000 vehicles, three times that of personal electric vehicles (EVs). Infrastructure demand is also shown to vary across cities; 63% more DCFC ports are needed to support 1000 battery EVs in Chicago versus Miami. The analysis also includes sensitivity studies that explore variation in charging demand across input assumptions, finding that charging power, vehicle class, overnight charging access rates, and port utilization influence the network size needed. Projections vary from 18,600 to 41,300 DCFC ports across sensitivity scenarios, indicating that ride-hailing electrification will require significant expansion of access to fast charging even in the most optimistic scenarios, and investments into supporting assets can reduce the scale of the public charging expansion needed.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Travel Patterns and Characteristics of Population in Rural Areas of New York State

Travel activities in rural communities tend to be reliant on personal vehicles due to limited public transportation options and long distances to essential services, with demographic factors such as age and income level influencing travel patterns. Addressing transportation challenges in rural New York State (NYS) necessitates an understanding of demographic trends and travel behaviors. This study examines rural households and populations by studying their demographics, mobility patterns, perspectives on transportation services, and how COVID-19 has influenced their transportation-related behaviors.

99 GENERAL AND MISCELLANEOUS↗

NASA NTRS2023

m:N Working Group Annual Status Report

This document serves as an annual report of m:N Unmanned Aircraft Systems (UAS) subgroup activities, addressed challenges, and roadmaps for the future. The subgroups consist of small Unmanned Aircraft Systems (sUAS), Large UAS, High Altitude Platform Systems (HAPS), and Urban Air Mobility (UAM). Also included in this report are participant lists for each subgroup (Appendix B) and future roadmap and outreach plans.The subgroups meet in a virtual format multiple times throughout the year. Twice a year, participants from all the subgroups come together as part of the m:N working group to brief each other in person on progress, challenges, and path forward ideas for successful incorporation of UAS into the airspace. Recent m:N in person meetings include: - November 29-30, 2022 at the NASA Ames Research Center in Mountain View, CA - May 9 & 11, 2023 at AUVSI’s Xponential conference in Denver, CO - The next in person working group meeting is planned for November 28-30, 2023 at NASA Langley in Hampton, Virginia The m:N UAS working group is run by Jay Shively (Adaptive Aerospace) and Andy Thurling (Thurling Aero Consulting) and is comprised of members from government, industry, and academia in an effort to identify and reduce barriers to m:N operations. This effort also includes identifying requirements, use cases, and metrics to support organizations and groups including the Federal Aviation Administration (FAA) and Radio Technical Commission for Aeronautics (RTCA’s) SC-228 Detect and Avoid committee.

multi-vehicle↗

NASA NTRS1982

Airline Wheelchair

Accutron Tool & Instrument Co.'s wheelchair was designed to increase mobility within the airplane. Utilizing NASA's structural analysis and materials engineering technologies, it allows passage through narrow airline aisles to move passengers to their seats and give access to lavatories. Stable, durable, comfortable and easy to handle, it's made of composite materials weighing only 17 pounds, yet is able to support a 200 pound person. Folded easily and stored when not in use.

Source record↗

NASA NTRS2020

Urban Air Mobility: Predictive Modelling on the Behavior of Air-Service Bookings in Metropolitan Areas

The demand for a ride to work without running into the inefficiencies of traffic in a bustling, metropolitan area beckons for a system to tackle on-the ground traffic congestion, thus fueling the need for Urban Air Mobility (UAM). The instant gratification culture, notably its effect on Generation Z, has given way to the nature of impulsive decision making. The 2020 COVID-19 crisis, with its use of tap-to-gratify technology, highlights passengers preferring late booking. This last-minute airport reorganization crisis spearheaded our research goal to create a more user-personalized assessment of cancellation rates. Our research highlights that there will be a market in the 2030s for UAM, short-distance air transportation, and the world must prepare for the challenges that come with this new market. Through a two-part model, we obtained two randomized sets of profiles of user-specific and ridership attributes and their relationship with cancellations. Recommendations for future research include factoring this personalized aspect into cancellation projections to provide reasoned user discounts as well as a remedy for the scheduling chaos that stems from the airport organizational crisis.

Srushti Adesara↗

NASA NTRSDate not supplied

Algorithmic Analysis of the Effect of Human Behavior on Future Urban Air Mobility Operations

Harbani Jaggi↗

NASA NTRS1980

Biomedical technology transfer. Applications of NASA science and technology

Ongoing projects described address: (1) intracranial pressure monitoring; (2) versatile portable speech prosthesis; (3) cardiovascular magnetic measurements; (4) improved EMG biotelemetry for pediatrics; (5) ultrasonic kidney stone disintegration; (6) pediatric roentgen densitometry; (7) X-ray spatial frequency multiplexing; (8) mechanical impedance determination of bone strength; (9) visual-to-tactile mobility aid for the blind; (10) Purkinje image eyetracker and stabilized photocoalqulator; (11) neurological applications of NASA-SRI eyetracker; (12) ICU synthesized speech alarm; (13) NANOPHOR: microelectrophoresis instrument; (14) WRISTCOM: tactile communication system for the deaf-blind; (15) medical applications of NASA liquid-circulating garments; and (16) hip prosthesis with biotelemetry. Potential transfer projects include a person-portable versatile speech prosthesis, a critical care transport sytem, a clinical information system for cardiology, a programmable biofeedback orthosis for scoliosis a pediatric long-bone reconstruction, and spinal immobilization apparatus.

Harrison, D. C.↗

NASA NTRS2020

Motion Sickness and Concerns for Urban Air Mobility Vehicles: A Literature Review

Motion sickness is a general term for a constellation of signs and symptoms, generally due to exposure to abrupt, periodic, or unnatural accelerations, especially when traveling in a vehicle. Motion sickness results from a mismatch of the visual and nonvisual (vestibular and kinesthetic) information, the observed scene and the motion felt or lack of it. Motion sickness onset is associated with a pattern of physiological changes in heart rate, peripheral blood flow, respiration, and skin conductance and the pattern is repeatable for a particular subject but variable between subjects. Demographic factors such as gender and age that affect motion sickness are well known with children, women, and older adults more likely to be susceptible. Often motion sickness is assessed and quantified using variations of the motion sickness susceptibility questionnaires including the Pensacola Diagnostic Rating Scale and the Simulator Sickness Questionnaire. Even though symptoms are easily identified by such questionnaires, they commonly are subjective. Tools such as these questionnaires for screening individuals susceptible to motion sickness are useful, however, they are only mildly predictive. Moreover, models for predicting motion sickness, which have largely been developed for sea sickness, do not consider task characteristics. Predictions of motion sickness rates and prevalence for Urban Air Mobility (UAM) vehicles are not possible at present because data from actual flight or full-fidelity simulation are simply not yet available. Extrapolation from other modes of transportation (i.e., automobiles, buses, trains, boats, other types of aircraft) is difficult because of differences in the motion stimulus experienced, trip duration, and other factors. How UAM vehicles will change the social dynamics of passenger interaction and vehicle interior design changes (e.g., seat orientations) is unknown. Should motion sickness prove to be an issue, vehicle design modifications such as having passengers face forward, providing additional seat recline, giving each person their own climate control for airflow, perhaps ensuring the horizon is visible to all passengers (reducing visual occlusion by the headrest) and visually stabilizing displays on carry-on devices (smart phones, tablets, etc.) may benefit passengers. Several commercial companies provide wearable devices for physiological monitoring that have been validated and are suitable for use with passengers in UAM vehicles or high-fidelity simulators. Potential countermeasures for motion sickness include user-worn devices, anti-motion sickness medications, and non-pharmacological approaches such as biofeedback and Autogenic Feedback Training Exercise. Both simulator and in-vehicle UAM research is needed to evaluate the effectiveness of any potential countermeasure.

motion sickness↗

NASA NTRS1988

Approximate spatial reasoning

Much of human reasoning is approximate in nature. Formal models of reasoning traditionally try to be precise and reject the fuzziness of concepts in natural use and replace them with non-fuzzy scientific explicata by a process of precisiation. As an alternate to this approach, it has been suggested that rather than regard human reasoning processes as themselves approximating to some more refined and exact logical process that can be carried out with mathematical precision, the essence and power of human reasoning is in its capability to grasp and use inexact concepts directly. This view is supported by the widespread fuzziness of simple everyday terms (e.g., near tall) and the complexity of ordinary tasks (e.g., cleaning a room). Spatial reasoning is an area where humans consistently reason approximately with demonstrably good results. Consider the case of crossing a traffic intersection. We have only an approximate idea of the locations and speeds of various obstacles (e.g., persons and vehicles), but we nevertheless manage to cross such traffic intersections without any harm. The details of our mental processes which enable us to carry out such intricate tasks in such apparently simple manner are not well understood. However, it is that we try to incorporate such approximate reasoning techniques in our computer systems. Approximate spatial reasoning is very important for intelligent mobile agents (e.g., robots), specially for those operating in uncertain or unknown or dynamic domains.

Dutta, Soumitra↗

NASA NTRS2014

Validity and Reliability of Dynamic Visual Acuity (DVA) Measurement During Walking

DVA is primarily subserved by the vestibulo‐ocular reflex mechanism. Individuals with vestibular hypofunction commonly experience highly debilitating illusory movement or blurring of visual images during daily activities possibly, due to impaired DVA. Even without pathologies, gradual age‐related morphological deterioration is evident in all components of the vestibular system. We examined the construct validity to detect age‐related differences and test‐retest reliability of DVA measurements performed during walking. METHODS: Healthy adults were recruited into 3 groups: 1. young (20‐39years, n=18), 2. middle‐aged (40‐59years, n=14), and 3. older adults (60‐80years, n=15). Randomly selected seven participants from each group (n=21) participated in retesting. Participants were excluded if they had a history of vestibular or neuromuscular pathologies, dizziness/vertigo or >1 falls in the past year. Older persons with MMSE scores <29/30 were excluded to minimize cognitive errors. Participants' age, height, weight and normal walking speed were recorded. The binocular DVA was measured while walking on a treadmill at 0.8 m/s, 1.0 m/s and 1.2 m/s speeds. The walking speeds chosen represent a range of slow to moderate walking speeds for adult life span in participants who have no current mobility problems. The monitor that displayed Landolt 'C' optotypes was placed at 50 cm from the eyes for nearDVA (primary compensation by otolith organs) and at 3.0 m for farDVA (primary compensation by semicircular canals). A mixed factor ANOVA (age group x speed) was performed separately for the Near and FarDVA for detecting group differences. Intraclass correlation coefficients (ICCs) were calculated for each condition to determine test‐retest reliability. RESULTS: The three age groups were not different in their height, weight and normal walking speed (p>0.05). The post hoc analyses for DVA measurements demonstrated that each group was significantly different from the other two groups for Near as well as FarDVA (p<0.001‐p=0.031). The effect of speed was significant for both NearDVA (p=0.012) and FarDVA (p=0.014), however, there was no age group x speed interaction (FarDVA p=0.607, NearDVA p=0.343). The ICCs for Near and FarDVA ranged between 0.85‐ 0.88 and 0.71‐0.87, respectively. CONCLUSIONS: Differences in DVA between the three age groups were detected by using both Near and FarDVA protocols irrespective of the walking speed. Therefore, age group‐specific reference values should be used for detecting malfunction. Further, consistency in walking speed is critical for comparing between studies. NearDVA at all walking speeds and FarDVA at the speed of 1.2 m/s demonstrated excellent testretest reliability. FarDVA at 0.8 m/s and 1.0 m/s demonstrated good test‐retest reliability (ICCs 0.71 and 0.77, respectively).

Deshpande, Nandini↗

DOE OSTI2025

Zooming in on virtual commutes: Telecommuting impacts on mobility and sustainability

Motivated by a societal shift towards remote work and rapid advancement in information and communication technologies, this study examines the impact of telecommuting on urban mobility across the nine counties of the San Francisco Bay Area, California. Utilizing a behaviorally realistic integrated agent-based transportation model and recent data on telecommuting patterns, we simulate the impact of multiple telecommuting scenarios on transportation system outcomes. This provides a comprehensive picture of the impact of remote work on travel costs and accessibility of all travelers, factoring in changes in mode use and congestion. We analyze how telecommuting influences broader societal factors such as transportation energy consumption. Our findings indicate that increased telecommuting reduces overall person miles traveled and transportation energy consumption. Furthermore, telecommuting results in externality benefits by improving accessibility and reducing commute times for non-telecommuters.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS2001

Helping Video Games Rewire "Our Minds"

Biofeedback-modulated video games are games that respond to physiological signals as well as mouse, joystick or game controller input; they embody the concept of improving physiological functioning by rewarding specific healthy body signals with success at playing a video game. The NASA patented biofeedback-modulated game method blends biofeedback into popular off-the- shelf video games in such a way that the games do not lose their entertainment value. This method uses physiological signals (e.g., electroencephalogram frequency band ratio) not simply to drive a biofeedback display directly, or periodically modify a task as in other systems, but to continuously modulate parameters (e.g., game character speed and mobility) of a game task in real time while the game task is being performed by other means (e.g., a game controller). Biofeedback-modulated video games represent a new generation of computer and video game environments that train valuable mental skills beyond eye-hand coordination. These psychophysiological training technologies are poised to exploit the revolution in interactive multimedia home entertainment for the personal improvement, not just the diversion, of the user.

Pope, Alan T.↗

NASA NTRS2023

Acoustics Technical Working Group and UAM Noise Working Group Proceedings

The NASA Acoustics Technical Working Group Meeting originally started as a program planning meeting in 1992 and has grown through the years. The purpose of these biannual meetings is to foster communication and collaboration among NASA researchers and their university, industry, and government colleagues on activities and work of current and future mutual interest. The NASA-led Urban Air Mobility (UAM) Noise Working Group (UNWG) Meeting began in 2018 as a one-day meeting immediately following the Acoustics Technical Working Group Meeting. The UNWG utilizes four subgroups that conduct regular meetings throughout the year to focus on challenges facing UAM vehicles for community noise and acceptance. The four subgroups coordinate research for development of noise prediction tools/noise reduction technologies, ground and flight test methods, human response and metrics, and regulations and policy (led by the FAA). This work is a compilation of the presentations given at ATWG/UNWG Fall 2022 held in person and via Teams at NASA Glenn Research Center. All NASA content was previously submitted through STRIVES for public presentation. This is merely a compilation. Non-NASA content has permission to distribute. Slide 208 video is included in the Available Downloads as Medial.MOV.

Advanced Air Mobility↗

NASA NTRS2003

Introduction to Radiation Issues for International Space Station Extravehicular Activities

The International Space Station (ISS) provides significant challenges for radiation protection of the crew due to a combination of circumstances including: the extended duration of missions for many crewmembers, the exceptionally dynamic nature of the radiation environment in ISS orbit, and the necessity for numerous planned extravehicular activities (EVA) for station construction and maintenance. Radiation protection requires accurate radiation dose measurements and precise risk modeling of the transmission of high fluxes of energetic electrons and protons through the relatively thin shielding provided by the space suits worn during EVA. Experiments and analyses have been performed due to the necessity to assure complete radiation safety for the EVA crew and thereby ensure mission success. The detailed characterization described of the material and topological properties of the ISS space suits can be used as a basis for design of space suits used in future exploration missions. In radiation protection practices, risk from exposure to ionizing radiation is determined analytically by the level of exposure, the detrimental quality of the radiation field, the inherent radiosensitivity of the tissues or organs irradiated, and the age and gender of the person at the time of exposure. During low Earth orbit (LEO) EVA, the relatively high fluxes of low-energy electrons and protons lead to large variations in exposure of the skin, lens of the eye, and tissues in other shallow anatomical locations. The technical papers in this publication describe a number of ground-based experiments that precisely measure the thickness of the NASA extravehicular mobility unit (EMU) and Russian Zvezda Orlan-M suits using medical computerized tomography (CT) X-ray analysis, and particle accelerator experiments that measure the minimum kinetic energy required by electrons and photons to penetrate major components of the suits. These studies provide information necessary for improving the understanding of the current ISS space suits and provide insights into improved approaches for the design of future suits. This chapter begins with a summary of the dynamic ionizing radiation environment in LEO space and introduces the concepts and quantities used to quantify exposure to space radiation in LEO. The space suits used for EVA and the experimental partial human phantom are described. Subsequent chapters report results from measured charged particle fields before and after incident protons and secondary particles are transported through the space suits and into organs and tissues.

Shavers, M. R.↗

NASA NTRSDate not supplied

Development of Urban Air Mobility (UAM) Vehicles for Ease of Operation

To date the air transportation system has been developed with the in-cremental introduction of new technology and with highly experienced air transport pilots and air traffic controllers overseeing flight operations. Thus, we currently have one of the safest commercial aviation systems in the world. General Aviation (GA) in the United States, however, has not always followed the same cautious and monitored approach to implementation; consequently, the GA safety record does not meet the high standards of commercial aviation. Recently, a new system known as Urban Air Mobility (UAM), is attracting considerable interest and investment from industry and government agencies. UAM refers to a system of passenger and small-cargo air transportation vehicles within an urban area with the goal of reducing the number of times we need to use our cars, thus improving urban traffic by moving people and cargo from crowded single pas-senger vehicles on our roads to personal and on-demand air vehicles. These UAM vehicles will be small and based on electric, Vertical-Take-Off-and-Landing (eV-TOL) systems. A significant component of UAM is offloading of flight-man-agement responsibilities from human pilots to newly-developed autonomy. Cur-rently, over 100 UAM vehicles are either in development or production. Most, if not all, have a goal of fully autonomous vehicle operations, but fully autonomous flying vehicles are not expected in the near future. Therefore, we are de-veloping concepts for UAM vehicles that will be easy to fly and/or manage by operators with minimal pilot training. In this paper we will discuss our human-automation teaming approach to develop an easy-to-operate VTOL aircraft, and some of the fly-by-wire technology needed to stabilize the vehicle so that a sim-ple ecological mental model of the flying task can be implemented. We will discuss the requirements for a stability augmentation system that must be developed to support our simple pilot input model, and also present design guidelines and requirements based on a pilot input and management model. Finally, our ap-proach to vehicle development will involve considerable operator testing and evaluation: improving pilot model, inceptors, displays and also work on a plan for how a UAM vehicle can be integrated with terminal area air traffic control airspace with minimal impact on controller workload.

UAM↗