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At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Ground to Air Testing of a Fused Optical-Radar Aircraft Detection and Tracking System

Onboard detection and tracking capability are integral to the sensing component in collision avoidance systems needed to safely operate autonomous urban air taxis and small Unmanned Aircraft Systems. Ground-based validation of detection and tracking systems is an important milestone towards the end goal of real-time collision avoidance using onboard sensors and algorithms. In this work, we evaluate three Extended Kalman Filter(EKF)based fusion trackers with radar and vision detection inputs, and compare them with baseline trackers for each sensor type. Performance is assessed using field collected data of ground to air test flights with the sensors co-located on a stable platform with an instrumented multirotor acting as the intruder performing a waypoint pattern at a distance of1.1km to 0.3km to simulate a head-on collision geometry. Fusing an image-based morphological detector with a radar detector using an EKF covered 74% of the ground truth position updates logged by the flight controller on the multirotor within 50 meters after accounting for alignment offsets while covering 15% more ground truth updates relative to radar only. Removing timestamps when the intruder aircraft is occluded by trees and only considering timestamps where the radar has an update, the EKF image-based morphological detector combined with the radar detector covered 90% of the of the ground truth position updates within 50metersand 97% within 100 meters.

Chester V Dolph↗
NASA NTRS1989

Magneto-inductive skin sensor for robot collision avoidance: A new development

Safety is a primary concern for robots operating in space. The tri-mode sensor addresses that concern by employing a collision avoidance/management skin around the robot arms. This rf-based skin sensor is at present a dual mode (proximity and tactile). The third mode, pyroelectric, will complement the other two. The proximity mode permits the robot to sense an intruding object, to range the object, and to detect the edges of the object. The tactile mode permits the robot to sense when it has contacted an object, where on the arm it has made contact, and provides a three-dimensional image of the shape of the contact impression. The pyroelectric mode will be added to permit the robot arm to detect the proximity of a hot object and to add sensing redundancy to the two other modes. The rf-modes of the sensing skin are presented. These modes employ a highly efficient magnetic material (amorphous metal) in a sensing technique. This results in a flexible sensor array which uses a primarily inductive configuration to permit both capacitive and magnetoinductive sensing of object; thus optimizing performance in both proximity and tactile modes with the same sensing skin. The fundamental operating principles, design particulars, and theoretical models are provided to aid in the description and understanding of this sensor. Test results are also given.

Chauhan, D. S.↗
DOE OSTI2024

Ultrasonic Deterrents To Reduce Bat Mortality at Wind Turbines - Short Science Summary

In North America, several bat species commonly collide with operating turbines. Though the ultimate driver of collisions is unknown, studies suggest that bats may be attracted to turbines because they often approach and spend extended periods of time (seconds to minutes) interacting with turbine structures. To reduce bat mortality at wind farm operators, seek to reduce mortality rates by reducing the amount of time that bats interact with spinning turbine blades (or exposure). Current approaches to reduce exposure include curtailment, whereby turbine operators stop turbine rotors from spinning during periods when bats are expected to be at the highest risk of collision, and deterrent technologies that seek to discourage bats from entering/ limit the amount of time spent within the rotor swept area. We briefly describe the state of the science on ultrasonic deterrent technology, highlight potential drivers of variable efficacy for bat mortality reduction, and suggest next steps focus on identifying the driver(s) of such variability.

bats↗
NASA NTRS2015

Total Probability of Collision as a Metric for Finite Conjunction Assessment and Collision Risk Management

On-orbit collision risk is becoming an increasing mission risk to all operational satellites in Earth orbit. Managing this risk can be disruptive to mission and operations, present challenges for decision-makers, and is time-consuming for all parties involved. With the planned capability improvements to detecting and tracking smaller orbital debris and capacity improvements to routinely predict on-orbit conjunctions, this mission risk will continue to grow in terms of likelihood and effort. It is very real possibility that the future space environment will not allow collision risk management and mission operations to be conducted in the same manner as it is today. This paper presents the concept of a finite conjunction assessment-one where each discrete conjunction is not treated separately but, rather, as a continuous event that must be managed concurrently. The paper also introduces the Total Probability of Collision as an analogous metric for finite conjunction assessment operations and provides several options for its usage in a Concept of Operations.

Conjunction Assessment↗
NASA NTRSDate not supplied

Safety Benefit Analysis of Conformance Monitoring for Situation Awareness in UTM

This work presents an analytical approach to address situations in drone operations when strategic coordination alone cannot ensure safety, requiring support from the Conformance Monitoring for Situation Awareness service and potentially other deconfliction services. This study focuses on evaluating the impact of off-nominal operations on both UA-to-UA collision risk and ground injury risk. It first establishes a relationship between the likelihood of off-nominal flights and the effectiveness of strategic coordination. The analysis then derives operational conditions where strategic coordination alone is insufficient to meet target safety requirements, particularly when the likelihood of off-nominal operations exceeds a certain threshold. The results indicate that higher operational tempo or density requires a lower likelihood of offnominal operations for strategic coordination to remain effective and meet safety targets. These findings provide quantitative operational thresholds for when CMSA services are necessary. This work contributes to the safety case for both strategic coordination and CMSA services, offering analysis on when CMSA should be employed to support strategic coordination in achieving the desired safety levels. It also establishes a framework for incorporating other deconfliction services in future safety case analyses.

Strategic deconfliction↗
NASA NTRSDate not supplied

Safety Benefit Analysis of Conformance Monitoring for Situation Awareness in UTM

This work presents an analytical approach to address situations in drone operations when strategic coordination alone cannot ensure safety, requiring support from the Conformance Monitoring for Situation Awareness service and potentially other deconfliction services. This study focuses on evaluating the impact of off-nominal operations on both UA-to-UA collision risk and ground injury risk. It first establishes a relationship between the likelihood of off-nominal flights and the effectiveness of strategic coordination. The analysis then derives operational conditions where strategic coordination alone is insufficient to meet target safety requirements, particularly when the likelihood of off-nominal operations exceeds a certain threshold. The results indicate that higher operational tempo or density requires a lower likelihood of offnominal operations for strategic coordination to remain effective and meet safety targets. These findings provide quantitative operational thresholds for when CMSA services are necessary. This work contributes to the safety case for both strategic coordination and CMSA services, offering analysis on when CMSA should be employed to support strategic coordination in achieving the desired safety levels. It also establishes a framework for incorporating other deconfliction services in future safety case analyses.

Strategic deconfliction↗
NASA NTRS1989

Transition regime droplet growth and evaporation - An integrodifferential variational approach

A variational principle based on the integrodifferential form of the Boltzmann equation, which allows very general forms of the collision integral and of the boundary operator, has been used to compute the mass flux to a spherical particle. For simplicity the problem has been restricted to the one-speed, constant cross-section approximation, the black sphere problem of neutron transport theory. Using the Hilbert expansion of the solution far from the sphere as a trial function leads to a rational expression in the inverse Knudsen number for the extrapolation distance, which is simply related to the number flux to the sphere. A five-term expansion gives results that are no more than 6 percent in error when compared to an accurate numerical solution. The technique can be applied to other forms of the collision model and other boundary conditions.

Cipolla, J. W., Jr.↗
DOE OSTI2024

The ReSWARM microgravity flight experiments: Planning, control, and model estimation for on‐orbit close proximity operations

Abstract On‐orbit close proximity operations involve robotic spacecraft maneuvering and making decisions for a growing number of mission scenarios demanding autonomy, including on‐orbit assembly, repair, and astronaut assistance. Of these scenarios, on‐orbit assembly is an enabling technology that will allow large space structures to be built in situ, using smaller building block modules. However, like many of these scenarios, robotic on‐orbit assembly involves several technical hurdles, such as changing system models. For instance, grappled modules moved by a free‐flying “assembler” robot can cause significant changes in the combined system inertia, which have cascading impacts on motion planning and control portions of the autonomy stack. Further, on‐orbit assembly and other scenarios require collision‐avoiding motion planning, particularly when operating in a “construction site” scenario of multiple assembler robots and structures. Multiple key technologies that address these complicating factors for autonomous microgravity close proximity operations are detailed in this work, in particular: (1) application of global long‐horizon planning, accomplished using offline and online sampling‐based planner options that consider the system dynamics; (2) adaptation of the recently proposed RATTLE information‐aware planning framework for on‐orbit reconfiguration model learning; and (3) connection with robust control tools to provide low‐level control robustness using current system knowledge. These approaches were demonstrated for an autonomous on‐orbit assembly use case by the RElative Satellite sWarming and Robotic Maneuvering (ReSWARM) experiments using NASA's Astrobee robots on the International Space Station. Results of the ReSWARM experiments are provided along with significant operational and implementation detail discussing the practicalities of hardware implementation and unique aspects of working with the Astrobee free‐flyer robots in microgravity. ReSWARM provides a base set of planning and control tools for robotic close proximity operations, demonstrates them in microgravity, and outlines some of the important hardware aspects that future autonomous free‐flyers will need to consider.

Robotics↗
NASA NTRS2019

Recommended Methods for Setting Mission Conjunction Analysis Hard Body Radii

For real-time conjunction assessment (CA) operations, computation of the Probability of Collision (P(sub c)) typically depends on the state vector, its covariance, and the combined hard body radius (HBR) of both the primary and secondary space-craft. However, most algorithmic approaches that compute the P(sub c) use generic conservatively valued HBRs that may tend to go beyond the physical limitations of both spacecraft, enough to drastically change the results of a conjunction assessment mitigation decision. On the other hand, if the attitude of the spacecraft is known and available, then a refined HBR can be obtained that could result in an improved and accurate numerically-computed P(sub c) value. The goal of this analysis is to demonstrate the various calculated P(sub c) values obtained based on a number of different HBR calculation techniques, oriented in the encounter or conjunction plane at the time of closest approach (TCA). Since in most conjunctions the secondary object is a debris object and thus orders of magnitude smaller than the primary, the greatest operational benefit is wrought by developing a better size estimate and representation for the primary object. We present an analysis that includes the attitude information of the primary object in the HBR calculation and assesses the resulting P(sub c) values for conjunction assessment decision making.

Mashiku, Alinda K.↗
NASA NTRS2019

Recommended Methods for Setting Mission Conjunction Analysis Hard Body Radii

For real-time conjunction assessment (CA) operations, computation of the Probability of Collision (P(sub c)) typically depends on the state vector, its covariance, and the combined hard body radius (HBR) of both the primary and secondary space-craft. However, most algorithmic approaches that compute the P(sub c) use generic conservatively valued HBRs that may tend to go beyond the physical limitations of both spacecraft, enough to drastically change the results of a conjunction assessment mitigation decision. On the other hand, if the attitude of the spacecraft is known and available, then a refined HBR can be obtained that could result in an improved and accurate numerically-computed P(sub c) value. The goal of this analysis is to demonstrate the various calculated P(sub c) values obtained based on a number of different HBR calculation techniques, oriented in the encounter or conjunction plane at the time of closest approach (TCA). Since in most conjunctions the secondary object is a debris object and thus orders of magnitude smaller than the primary, the greatest operational benefit is wrought by developing a better size estimate and representation for the primary object. We present an analysis that includes the attitude information of the primary object in the HBR calculation and assesses the resulting P(sub c) values for conjunction assessment decision making.

Mashiku, Alinda K.↗
NASA NTRS1991

Collision Avoidance System

Ames Research Center teamed with the Federal Aviation Administration (FAA) to study human performance factors associated with the use of the Traffic Alert and Collision Avoidance system (TCAS II) in an operational environment. TCAS is designed to alert pilots of the presence of other aircraft in their vicinity, to identify and track those who could be a threat, and to recommend action to avoid a collision. Ames conducted three laboratory experiments. The first showed that pilots were able to use the TCAS II correctly in the allowable time. The second tested pilots' response to changes in the avoidance advisories, and the third examined pilots' reactions to alternative displays. After a 1989 congressional mandate, the FAA ruled that TCAS would be required on all passenger carrying aircraft (to be phased in completely by 1995).

Source record↗
NASA NTRS2014

An Analysis of the FY-1C, Iridium 33, and Cosmos 2251 Fragments

The beginning of the year 2013 marks the sixth anniversary of the destruction of the Fengyun-1C (FY-1C) weather satellite as the result of an anti-satellite test conducted by China in January 2007 and the fourth anniversary of the accidental collision between Cosmos 2251 and the operational Iridium 33 in February 2009. These two events represent the worst satellite breakups in history. A total of 5579 fragments have been cataloged by the U.S. Space Surveillance Network (SSN), and almost 5000 of them were still in orbit in January 2013. In addition to these cataloged objects, hundreds of thousands (or more) of fragments down to the millimeter size regime were also generated during the breakups. These fragments are too small to be tracked by the SSN, but are large enough to be a safety concern for human space activities and robotic missions in low Earth orbit (LEO, the region below 2000 km altitude). Like their cataloged siblings, many of them remain in orbit today. These two breakup events dramatically changed the landscape of the orbital debris environment in LEO. The spatial density of the cataloged population in January 2013 is shown as the top blue curve. The combined FY-1C, Iridium 33, and Cosmos 2251 fragments (black curve) account for about 50 percent of the cataloged population below an altitude of 1000 km. They are also responsible for the concentrations at 770 km and 850 km, altitudes at which the collisions occurred. The effects of the FY-1C, Iridium 33, and Cosmos 2251 fragments will continue to be felt for decades to come. For example, approximately half of the generated FY-1C fragments will remain in orbit 20 years from now. In general, the Iridium 33 and Cosmos 2251 fragments will decay faster than the FY-1C fragments because of their lower altitudes. Of the Iridium 33 and Cosmos 2251 fragments, the former have much shorter orbital lifetimes than the latter, because lightweight composite materials were heavily used in the construction of the Iridium vehicle, leading to the higher area-to-mass ratios of the fragments.

Liou, J.-C.↗
NASA NTRSDate not supplied

Risk Assessment of Obstacle Collision for UAVs under Off-nominal Conditions

Enabling operations of unmanned aerial vehicles (UAVs) in low-altitude airspace demands the need of robust risk monitoring framework for assessing the safety of airspace, ground structures and people. As widespread applications emerge, the need of risk assessment becomes increasingly important for UAV flights beyond visual line-of-sight, especially subjected to off-nominal conditions introduced by component failures, degraded controllability or environmental disturbances such as wind gusts in an urban canyon. From a safety perspective, collision with obstacles can be detrimental not only to the vehicle and payload, but also to the structure and people on ground. Although it is safe to assume that approved UAVs would be equipped with collision avoidance systems, risk of collision which can be predicted for a flight trajectory even before the UAV encounters any obstacle is beneficial to resolve contingencies in its decision-making under off-nominal conditions. In this paper, a framework is presented for computing the risk of collision with obstacle based on a UAV’s predicted trajectory, proximity to static and dynamic obstacles, sub-system state-of-health and external wind conditions. The conditional probability of trajectory deviation is generated using a Bayesian Belief Network (BBN) based on on-board sensor measurements. Further, a kinematic 3-DOF model is implemented to compute deviation in UAV’s trajectory subjected to one case study of off-nominal condition i.e. wind gusts. Finally, the integrated risk factor is demonstrated on real data from experimental flights of an octocopter at NASA Langley Research Center, in presence of simulated obstacles and wind conditions. The proposed approach would enable risk-informed decision making process for timely mitigation of current and future unsafe events.

Bayesian network↗
NASA NTRSDate not supplied

Risk Assessment of Obstacle Collision for UAVs under off-nominal conditions

Enabling operations of unmanned aerial vehicles (UAVs) in low-altitude airspace, demands the need of robust risk monitoring framework for assessing the safety of airspace, ground-structures and people. As widespread applications emerge, the need of risk assessment becomes increasingly important for UAV flights beyond visual line-of-sight, especially subjected to off-nominal conditions introduced by component failures, degraded controllability or environmental disturbances such as wind gusts in an urban canyon. From a safety perspective, collision with obstacles can be detrimental not only to the vehicle and payload, but also to the structure and people on ground. Although it is safe to assume that approved UAVs would be equipped with collision avoidance systems, risk of collision which can be predicted for a flight trajectory even before the UAV encounters any obstacle is beneficial to resolve contingencies in its decision-making under off-nominal conditions. In this paper, a framework is presented for computing the risk of collision with obstacle based on a UAV's predicted trajectory, proximity to static and dynamic obstacles, sub-system state-of-health and external wind conditions. The conditional probability of trajectory deviation is generated using a Bayesian Belief Network (BBN) based on on-board sensor measurements. Further, a kinematic 3-DOF model is implemented to compute deviation in UAV's trajectory subjected to one case study of off-nominal condition i.e. wind gusts. Finally, the integrated risk factor is demonstrated on real data from experimental flights of an octocopter at NASA Langley Research Center, in presence of simulated obstacles and wind conditions. The proposed approach would enable risk-informed decision making process for timely mitigation of current and future unsafe events.

Portia Banerjee↗
NASA NTRS1991

Avoiding space robot collisions utilizing the NASA/GSFC tri-mode skin sensor

Sensor based robot motion planning research has primarily focused on mobile robots. Consider, however, the case of a robot manipulator expected to operate autonomously in a dynamic environment where unexpected collisions can occur with many parts of the robot. Only a sensor based system capable of generating collision free paths would be acceptable in such situations. Recently, work in this area has been reported in which a deterministic solution for 2DOF systems has been generated. The arm was sensitized with 'skin' of infra-red sensors. We have proposed a heuristic (potential field based) methodology for redundant robots with large DOF's. The key concepts are solving the path planning problem by cooperating global and local planning modules, the use of complete information from the sensors and partial (but appropriate) information from a world model, representation of objects with hyper-ellipsoids in the world model, and the use of variational planning. We intend to sensitize the robot arm with a 'skin' of capacitive proximity sensors. These sensors were developed at NASA, and are exceptionally suited for the space application. In the first part of the report, we discuss the development and modeling of the capacitive proximity sensor. In the second part we discuss the motion planning algorithm.

Prinz, F. B.↗
NASA NTRS2021

Advanced Multimodal Solutions for Information Presentation

High-workload, fast-paced, and degraded sensory environments are the likeliest candidates to benefit from multimodal information presentation. For example, during extra-vehicular activity (EVA) and telerobotic operations, the sensory restrictions associated with such a hostile environment provide a major challenge to maintaining the situation awareness (SA) required for safe operations. In particular, orientation, navigation, and collision avoidance are critical aspects of EVA tasks that need to be addressed to ensure the safety of the crew and the success of the mission. Multimodal displays hold promise to enhance situation awareness and task performance by utilizing different sensory modalities and maximizing their effectiveness based on appropriate interaction between modalities. Multimodal displays will also play an important role for long-duration information systems and will likely begin to be developed in the early phases of cislunar Gateway, and later lunar or Mars transit missions. Information systems are envisioned for LDEMs that require spacecraft with greater crew autonomy and increased dependence on computer-provided information needed to perform routine tasks, as well as time- and safety critical tasks. Such a system will require a single, common interface that is easy to learn and use and accesses key information from all relevant vehicle/habitat systems to enable task performance in both nominal and emergency conditions. Understanding of multimodal display technologies and their interactions will help to inform interface guidelines for LDEMs. The scope of the current report is an analysis of potential multimodal display technologies for long duration missions and, in particular, will focus on their potential role in EVA activities. The review will address multimodal (combined visual, auditory and/or tactile) displays investigated by the National Aeronautics and Space Administration (NASA), industry, and Department of Defense (DoD). It also considers the need for adaptive information systems to accommodate a variety of operational contexts such as crew status (e.g., fatigue, workload level) and task environment (e.g., EVA, habitat, rover, spacecraft). Current approaches to guidelines and best practices for combining modalities for the most effective information displays are also reviewed. Potential issues in developing interface guidelines for LDEMs are briefly considered.

multimodal displays↗
NASA NTRS2012

Varying Levels of Automation on UAS Operator Responses to Traffic Resolution Advisories in Civil Airspace

Continuing demand for the use of Unmanned Aircraft Systems (UAS) has put increasing pressure on operations in civil airspace. The need to fly UAS in the National Airspace System (NAS) in order to perform missions vital to national security and defense, emergency management, and science is increasing at a rapid pace. In order to ensure safe operations in the NAS, operators of unmanned aircraft, like those of manned aircraft, may be required to maintain separation assurance and avoid loss of separation with other aircraft while performing their mission tasks. This experiment investigated the effects of varying levels of automation on UAS operator performance and workload while responding to conflict resolution instructions provided by the Tactical Collision Avoidance System II (TCAS II) during a UAS mission in high-density airspace. The purpose of this study was not to investigate the safety of using TCAS II on UAS, but rather to examine the effect of automation on the ability of operators to respond to traffic collision alerts. Six licensed pilots were recruited to act as UAS operators for this study. Operators were instructed to follow a specified mission flight path, while maintaining radio contact with Air Traffic Control and responding to TCAS II resolution advisories. Operators flew four, 45 minute, experimental missions with four different levels of automation: Manual, Knobs, Management by Exception, and Fully Automated. All missions included TCAS II Resolution Advisories (RAs) that required operator attention and rerouting. Operator compliance and reaction time to RAs was measured, and post-run NASA-TLX ratings were collected to measure workload. Results showed significantly higher compliance rates, faster responses to TCAS II alerts, as well as less preemptive operator actions when higher levels of automation are implemented. Physical and Temporal ratings of workload were significantly higher in the Manual condition than in the Management by Exception and Fully Automated conditions.

Kenny, Caitlin↗
DOE OSTI2023

Measurement of the B 0 lifetime and flavor-oscillation frequency using hadronic decays reconstructed in 2019–2021 Belle II data

We measure the B0 lifetime and flavor-oscillation frequency using B 0 → D(*) – π + decays collected by the Belle II experiment in asymmetric-energy e + ⁢e – collisions produced by the SuperKEKB collider operating at the Υ⁡(4⁢S) resonance. We fit the decay-time distribution of signal decays, where the initial flavor is determined by identifying the flavor of the other B meson in the event. The results, based on 33000 signal decays reconstructed in a data sample corresponding to 190 fb –1 , are τ B 0 = (1.499 ± 0.013 ± 0.008) ps, Δ⁢m d = (0.516 ± 0.008 ± 0.005) ps –1 , where the first uncertainties are statistical and the second are systematic. These results are consistent with the world-average values.

79 ASTRONOMY AND ASTROPHYSICS↗