SEARCH · Engineering Papers
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Buoyant sensor networks are described, comprising floating buoys with sensors and energy harvesting capabilities. The buoys can control their buoyancy and motion, and can organize communication in a distributed fashion. Some buoys may have tethered underwater vehicles with a smart spooling system that allows the vehicles to dive deep underwater while remaining in communication and connection with the buoys.
Buoyant sensor networks are described, comprising floating buoys with sensors and energy harvesting capabilities. The buoys can control their buoyancy and motion, and can organize communication in a distributed fashion. Some buoys may have tethered underwater vehicles with a smart spooling system that allows the vehicles to dive deep underwater while remaining in communication and connection with the buoys.
BACKGROUND The medical capabilities necessary for long-duration exploration missions (LDEMs) will differ tremendously from those currently available to crew medical officers (CMOs) on the International Space Station (ISS). Ground support will be more challenging due to distance-related communication delays and data transmission, and resource utilization must be optimized given limited ability for resupply. Clinical decision support systems (CDSSs) can help mitigate these limitations. The recent launch of generative artificial intelligence (AI) tools based upon large language models (LLM) support the creation of a smart assistant for onboard triage, diagnosis, and guided treatment of medical conditions during these missions. The Informing Mission Planning via Analysis of Complex Tradespaces (IMPACT) tool can help predict which clinical problems and outcomes are likely to occur for a design reference mission (DRM) and assist Medical Operations and systems engineering teams in creating a medical system that may optimally mitigate the predicted risks. The purpose of this study was to identify AI tools currently available or in development for the assistive diagnosis and care of medical conditions predicted for an extended duration Lunar mission. METHODS The 119 medical conditions currently built into the IMPACT suite were categorized into systems, and these diagnoses were used as keywords for our literature search. Using PubMed and Google Scholar, we performed a literature survey of AI tools applicable to these conditions. Article inclusion criteria included publication between the years 2017-2023, as the sentinel paper discussing the “selective attention” driving ChatGPT and other generative transformer models was published in June 2017. Where applicable, we reviewed only the top 1000 research articles (based on relevance) for each of the keywords/phrases. AI tools whose training sets were exclusive to a pediatric patient population were excluded. We also excluded any medical diagnostic tools (such as CT, MRI, mass spectrometry) or procedures (such as endoscopy, surgery) that are unlikely to be available during LDEMs due to mass and volume constraints, CMO knowledge, skills, and abilities, and/or inherent procedural risks. RESULTS Our survey highlighted several AI-driven tools for the triage, diagnosis, and management of those medical conditions highlighted by IMPACT. Selected publications for each medical condition were then screened for inclusion within ten systems-based categories including: general diagnostic tools (25), tools to diagnose and manage respiratory (40), dermatologic (34), neurologic (28), auditory and vestibular (30), ophthalmic (34), musculoskeletal (104), infection-associated (92), and gynecologic (19) conditions, as well as tools that could be deployed in the setting of trauma and emergency (34). CONCLUSIONS Numerous AI-driven tools were highlighted within this literature survey, ranging from chatbot assistants that triage knee pain to vision transformer models for diagnosis of ophthalmic conditions using ocular surface images captured with a mobile phone. Remaining challenges include optimizing connectivity and integration of existing and developing systems into the vehicles or habitats. Notably, findings from this survey could help guide the initial design of an all-encompassing, onboard medical AI assistant for use during future LDEMs.
The presentation was developed for the U.S. Department of Energy (DOE) Vehicle Technologies Program 2020 Annual Merit Review and Peer Evaluation Meeting. It reports on progress and accomplishments of DOE funded Integrated Traction Drive Thermal Management project. Highlighted are NREL's research accomplishments during FY 2020. Challenges associated with thermal management of integrated traction drives for electric vehicles arise due to the limited packaging space, coolant distribution, electrical connections, and ambient temperatures. For this project at NREL, research focuses on enabling thermal management technologies to support a modular, compact, self-contained integrated electric drive unit with motor and power electronics. Integration approaches, based on packaging location and coolant options for power electronics integrated with candidate motor technologies to reduce cables and connectors, are reviewed and compared using finite element analysis (FEA) tools. Automatic transmission fluid (ATF) jet impingement cooling characterization is carried out experimentally (measuring heat transfer coefficients) and using computational fluid dynamics (CFD) modeling.
Parallel-fed propellant tanks are an advantageous configuration for many spacecraft. Parallel-fed tanks allow the center of gravity (cg) to be maintained over the engine(s), as opposed to serial-fed propellant tanks which result in a cg shift as propellants are drained from tank one tank first opposite another. Parallel-fed tanks also allow for tank isolation if that is needed. Parallel tanks and feed systems have been used in several past vehicles including the Apollo Lunar Module. The design of the feedsystem connecting the parallel tank is critical to maintain balance in the propellant tanks. The design must account for and minimize the effect of manufacturing variations that could cause delta-p or mass flowrate differences, which would lead to propellant imbalance. Other sources of differential draining will be discussed. Fortunately, physics provides some self-correcting behaviors that tend to equalize any initial imbalance. The question concerning whether or not active control of propellant in each tank is required or can be avoided or not is also important to answer. In order to provide data on parallel-fed tanks and differential draining in flight for cryogenic propellants (as well as any other fluid), a vertical test bed (flying lander) for terrestrial use was employed. The Morpheus vertical test bed is a parallel-fed propellant tank system that uses passive design to keep the propellant tanks balanced. The system is operated in blow down. The Morpheus vehicle was instrumented with a capacitance level sensor in each propellant tank in order to measure the draining of propellants in over 34 tethered and 12 free flights. Morpheus did experience an approximately 20 lb/m imbalance in one pair of tanks. The cause of this imbalance will be discussed. This paper discusses the analysis, design, flight simulation vehicle dynamic modeling, and flight test of the Morpheus parallel-fed propellant. The Apollo LEM data is also examined in this summary report of the flight data.
The paper provides an overview of the insights and findings of the National Renewable Energy Laboratory's (NREL) ongoing research on the implementation of automated mobility districts (AMDs). AMD is a term coined by NREL to describe a geographically defined district or major activity center located in a dense urban setting with mobility applications provided by automated/autonomous vehicle (AV) systems spanning internal circulation and first-mile/last-mile connections to regional transportation hubs. Research over the past five years has focused on understanding the evolution of AMDs, beginning with demonstrations of automated shuttles prior to the pandemic, to more integrated on-demand mobility systems currently in initial stages of deployment. Initial insights and findings from earlier studies include the need for designation of a "jurisdiction having authority," a clear vision of a complete system to provide end-to-end mobility services, and the requisite intelligent infrastructure to complement AV technology. NREL's most recent Phase III research investigates station boarding/alighting (curb) issues, the full electrification of fleets, and the need for a systems engineering methodology (SEM) to properly analyze the complexities resulting from the convergence of automation, on-demand mobility, and electrification of the transit systems within the AMD. The paper reviews the findings of AMD research conducted during Phase I, II, and III, with special emphasis on Phase III results with respect to a descriptive example of the proposed SEM when a "digital twin" analytical model is used to simulate the transport fleet's battery-electric vehicle miles of travel and associated duty cycles through a rigorous analytical assessment with a comprehensive modeling process.
The 2011-2012 Maryland Route 200 Travel Survey collected in-vehicle global positioning system (GPS) data to investigate the use of Maryland Route 200, also known as the Intercounty Connector. The University of Maryland conducted the survey between October 2011 and February 2012 in Washington, D.C., and Baltimore, Maryland. Its goal was to increase understanding of the potential use of Maryland Route 200, a tolled freeway connecting Maryland's Montgomery County and Prince George's County. Dedicated in-vehicle GPS devices were installed in 260 vehicles to record location information every 60 seconds if movement was detected. Survey subjects partook in an initial participation form as well as a recall survey, providing social demographic information and a one-day travel diary.
For over fifty years, simulation has been a cornerstone technology for space missions. In many cases, one single simulator, developed by one team, is not enough to meet the simulation objectives. Astronaut crew training, docking, vehicle testing and complex mission planning all require several simulations to be connected and to interoperate, in order to achieve the goal of the simulation. To facilitate the development of interoperable simulations, an open standard, the SISO SpaceFOM was developed in collaboration between government, industry and academia. The standard was released in 2020. The initial release of SpaceFOM focuses on the core interoperability topics for space simulation: (i) specifying spatial data using several, well defined reference frames, (ii) managing time (including real-time, hard real-time, and as-fast-as-possible execution), (iii) composition of systems with subsystems such as space vehicles, and (iv) execution control, such as initializing, running, pausing, and terminating simulations. The initial release of SpaceFOM focuses on the core interoperability topics for space simulation: (i) specifying spatial data using several, well defined reference frames, (ii) managing time (including real-time, hard real-time, and as-fast-as-possible execution), (iii) composition of systems with subsystems such as space vehicles, and (iv) execution control, such as initializing, running, pausing, and terminating simulations. A number of requirements for the next version of SpaceFOM have been identified and proposed solutions are already under development. One key area is the object classes used for data exchange, where a richer set of classes have been proposed, based on practical use cases. For time management, the use of variable time resolutions and variable time steps is also proposed. For execution control, save and restore of simulations is considered as well as improved robustness, to handle failing components. A number of clarifications are also under consideration. This paper provides both a forward-looking view of the technical developments underway and a retrospective on the standard's evolution. The authors emphasize that prioritizing core challenges and delivering a practical first version were crucial steps. While not every idea was implemented in the initial release, the timely delivery of a functional standard enabled real-world applications, the growth of a user community, and the collection of valuable insights to shape future versions. The authors look forward to working with the next version of SpaceFOM together with the growing user community.
For over fifty years, simulation has been a cornerstone technology for space missions. In many cases, one single simulator, developed by one team, is not enough to meet the simulation objectives. Astronaut crew training, docking, vehicle testing and complex mission planning all require several simulations to be connected and to interoperate, in order to achieve the goal of the simulation. To facilitate the development of interoperable simulations, an open standard, the SISO SpaceFOM was developed in collaboration between government, industry and academia. The standard was released in 2020. The initial release of SpaceFOM focuses on the core interoperability topics for space simulation: (i) specifying spatial data using several, well defined reference frames, (ii) managing time (including real-time, hard real-time, and as-fast-as-possible execution), (iii) composition of systems with subsystems such as space vehicles, and (iv) execution control, such as initializing, running, pausing, and terminating simulations. A number of requirements for the next version of SpaceFOM have been identified and proposed solutions are already under development. One key area is the object classes used for data exchange, where a richer set of classes have been proposed, based on practical use cases. For time management, the use of variable time resolutions and variable time steps is also proposed. For execution control, save and restore of simulations is considered as well as improved robustness, to handle failing components. A number of clarifications are also under consideration. This paper provides both a forward-looking view of the technical developments underway and a retrospective on the standard's evolution. The authors emphasize that prioritizing core challenges and delivering a practical first version were crucial steps. While not every idea was implemented in the initial release, the timely delivery of a functional standard enabled real-world applications, the growth of a user community, and the collection of valuable insights to shape future versions. The authors look forward to working with the next version of SpaceFOM together with the growing user community.
In this paper, we provide a design description of the X-33 avionics architecture. The X-33 is an autonomous Single Stage to Orbit (SSTO) launch vehicle currently being developed by Lockheed Martin for NASA as a technology demonstrator for the VentureStar Reusable Launch Vehicle (RLV). The X-33 avionics provides autonomous control of die vehicle throughout takeoff, ascent, descent, approach, landing, rollout, and vehicle safing. During flight the avionics provides communication to the range through uplinked commands and downlinked telemetry. During pre-launch and post-safing activities, the avionics provides interfaces to ground support consoles that perform vehicle flight preparations and maintenance. The X-33 Avionics is a hybrid of centralized and distributed processing elements connected by three dual redundant Mil-Std 1553 data buses. These data buses are controlled by a central processing suite located in the avionics bay and composed of triplex redundant Vehicle Mission Computers (VMCs). The VMCs integrate mission management, guidance, navigation, flight control, subsystem control and redundancy management functions. The vehicle sensors, effectors and subsystems are interfaced directly to the centralized VMCs as remote terminals or through dual redundant Data Interface Units (DIUs). The DIUs are located forward and aft of the avionics bay and provide signal conditioning, health monitoring, low level subsystem control and data interface functions. Each VMC is connected to all three redundant 1553 data buses for monitoring and provides a complete identical data set to the processing algorithms. This enables bus faults to be detected and reconfigured through a voted bus control configuration. Data is also shared between VMCs though a cross channel data link that is implemented in hardware and controlled by AlliedSignal's Fault Tolerant Executive (FTE). The FTE synchronizes processors within the VMC and synchronizes redundant VMCs to each other. The FTE provides an output-voting plane to detect, isolate and contain faults due to internal hardware or software faults and reconfigures the VMCs to accommodate these faults. Critical data in the 1553 messages are scheduled and synchronized to specific processing frames in order to minimize data latency. In order to achieve an open architecture, military and commercial off-the-shelf equipment is incorporated using common processors, standard VME backplanes and chassis, the VxWorks operating system, and MartixX for automatic code generation. The use of off-the-shelf tools and equipment helps reduce development time and enables software reuse. The open architecture allows for technology insertion, while the distributed modular elements allow for expansion to increased redundancy levels to meet the higher reliability goals of future RLVs.
An analysis of the shielding properties of mixed metal and graphite composite structures has illustrated some important aspects of electromagnetic field penetration into the interior. These include: (1) that graphite access doors on metallic structures will attenuate lightning magnetic fields very little; conversely, metal doors on a graphite structure will also attenuate fields from lightning strike currents very little, i.e., homogeneity of the shield is a critical factor in shielding and (2) that continuous conductors between two points inside a graphite skin such as an air data probe metallic tubing connection to an air data computer can allow large current penetrations into a vehicle interior. The true weight savings resulting from the use of composite materials can only be evaluated after the resulting electromagnetic problems such as current penetrations have been solved, and this generally requires weight addition in the form of cable shields, conductor bonding or external metallization.
Inflatable structures technology utilizes high-strength fabric materials and internal pressure to create a stiffened pressure vessel that can replace traditional metallic primary structure in a habitable spacecraft. The flexibility of fabric structures allows them to be compactly stowed for launch and expanded in space, providing significant launch volume savings. The unique construction and design flexibility of these structures can be customized for a variety of uses in space including landing bags, decelerators, long duration in-space and planetary surface habitats, and even airlocks. An airlock is often a required component of a crewed spacecraft to allow for maintenance and human exploration outside of the vehicle. Airlock designs in use today rely on complex hatches and seals connected by metallic walls. Recent developments towards the design of an inflatable airlock structure show feasibility and a significant launch volume savings over a traditional metallic design. This paper will provide a high-level summary of these projects and the current state-of-the-art in inflatable airlock development with additional references and detail about previous and on-going research, providing guidance for the design of a softgoods airlock system. The use of inflatables in space has been in development since the 1960’s for both habitats and airlocks. The first ever EVA was conducted by the USSR in 1965 using an inflatable airlock known as the Volga. This airlock was attached to the Voskhod 2 spacecraft and turned the vehicle into a dual chamber airlock. The airlock was successfully deployed, used and jettisoned after Alexey Leonov’s historic spacewalk. Additional work on human-rated inflatable structures was not continued until the late 1990’s when NASA-JSC led an effort to demonstrate these structures as feasible long-term pressurized elements with the TransHab project. The technology developed and pioneered during this project led to multiple patents and proven feasibility that inflatables could be used for large habitable structures. Following TransHab, Bigelow Aerospace continued the development of inflatable structures with technical support from NASA. This partnership eventually led to the successful flight certification, launch, attachment and deployment of the Bigelow Expandable Activities Module (BEAM) on the ISS in 2016. Inflatable and expandable airlock structures have undergone various detailed feasibility studies and testing for over 15 years, most notably with the Advanced Inflatable Airlock (AIA), Dual-Chamber Hybrid Inflatable Suitlock (DCIS), Minimalistic Advanced Soft Hatch (MASH), and Lightweight External Inflatable Airlock (LEIA). During this time, full-scale articles have been built and pressure-tested, and mock-ups and demonstrators have been constructed and evaluated. During the 2001-2003 timeframe, the AIA concept was matured through requirements development, conceptual design, subscale and full-scale engineering breadboards subjecting various test articles to deployment and pressure testing up to four times operating pressure. These tests proved the feasibility of successful deployment and structural integrity of an inflatable crewlock. Additional testing was performed in the ensuing years, as funding permitted, to further refine additional structural and deployment concepts and to understand the EVA crewmember interfaces, hatches and EVA support equipment interfaces that would be required for a fully functioning airlock. This work resulted in a refinement of the structural requirements and an accounting of the systems needed in an inflatable airlock. In 2014, the MASH project developed an ultra-lightweight airlock concept with a fabric hatch that utilized a unique pressure vessel shape to minimize structural loads around a linear seal. The concept uses an automated zipper-like seal that allows for crew egress/ingress. Most of the development work on the project thus far has focused on the design, analysis and testing of the primary structure and the zipper-like seal system is in the preliminary stages of development with a successful proof-of-concept test. As part of the 2017 LEIA effort, studies were conducted on EVA crewmember interfaces on the inside of an inflatable airlock. These efforts included the design of an internal secondary structure and placement of handholds and foot restraints to enable hatch opening, closing and translation through the airlock. Structural design, analysis and testing was completed on several secondary structure candidates. Crew interface testing was also completed using an inflatable crewlock mockup and the JSC Active Response Gravity Offload System (ARGOS) to simulate the movement of an EVA crewmember through an inflatable crewlock in microgravity. The results of these tests helped demonstrate the feasibility of utilizing an inflatable structure as an airlock and informed the required volume, hatch size, and configuration and location of translation aids for crewmembers in a microgravity crewlock. The ISS Quest airlock uses a dual-chamber design with isolated compartments known as the equipment-lock and the crewlock. The equipment-lock houses the Servicing, Performance and Checkout Equipment (SPCE) items (suit batteries, consumables, etc.) while the crewlock has limited internal hardware and is the nominally depressurized compartment during US EVAs. While inflatable dual chamber airlocks have been studied, the current state of the art emphasizes an inflatable crewlock-type structure attached to a rigid equipment-lock type or habitat structure. Since a large portion of the hardware in the equipment-lock are rigid components and connectors that are installed on the ground - and an inflatable structure does not achieve full structural capabilities until pressurized in space - a depressurized fabric structure cannot provide the capabilities of a full equipment-lock. The use of an inflatable as a crewlock, however, provides all the required capabilities for EVA operations in a small launch package that offers significant volume savings over a metallic crewlock. The functions of a traditional equipment lock, including the SPCE, could be provided by a spacecraft’s habitat module or node and not necessarily in a separate equipment lock. An inflatable crewlock would be attached to the vehicle and launched in a packed and compressed state, saving volume under the launch shroud and mass for the overall airlock element compared to a rigid crewlock. Work is currently underway to continue development of an inflatable airlock with a variety of focus areas including the consideration of crew-induced loads and interfaces, the design and development of an internal sub-structure to provide translation aids and restraints, the thermal considerations of a fabric shell depressurized during an EVA, the micrometeorite environment in deep space, and the packaging and deployment of an inflatable airlock.
The thermal radiation characteristics of spherical cavities are of practical interest in connection with the absorption of radiant energy for both space-vehicle and terrestrial applications. Also, spherical cavities are of potential use as sources of black-body energy. The purpose of this brief paper is to determine both the absorption and emission characteristics of spherical cavities which are diffuse reflectors and emitters.
A microstrip Yagi array was developed for the MSAT system as a low-cost mechanically steered medium-gain vehicle antenna. Because its parasitic reflector and director patches are not connected to any of the RF power distributing circuit, while still contributing to achieve the MSAT required directional beam, the antenna becomes a very efficient radiating system. With the complete monopulse beamforming circuit etched on a thin stripline board, the planar microstrip Yagi array is capable of achieving a very low profile. A theoretical model using the Method of Moments was developed to facilitate the ease of design and understanding of this antenna.
Preliminary studies have shown that maintenance of laminar flow through active boundary-layer control is viable. Current research activity at NASA Langley and NASA Dryden is utilizing the F-16XL-1 research vehicle fitted with a laminar-flow suction glove that is connected to a vacuum manifold in order to create and control laminar flow at supersonic flight speeds. This experimental program has been designed to establish the feasibility of obtaining laminar flow at supersonic speeds with highly swept wing and to provide data for computational fluid dynamics (CFD) code calibration. Flight experiments conducted as supersonic speeds have indicated that it is possible to achieve laminar flow under controlled suction at flight Mach numbers greater than 1. Currently this glove is fitted with a series of pressure belts and flush mounted hot film sensors for the purpose of determining the pressure distributions and the extent of laminar flow region past the stagnation point. The present mode of data acquisition relies on out-dated on board multi-channel FM analogue tape recorder system. At the end of each flight, the analogue data is digitized through a long laborious process and then analyzed. It is proposed to replace this outdated system with an on board state-of-the-art digital data acquisition system capable of a through put rate of up to 1 MegaHertz. The purpose of this study was three-fold: (1) to develop a simple algorithm for acquiring data via 2 analogue-to-digital convertor boards simultaneously (total of 32 channels); (2) to interface hot-film/wire anemometry instrumentation with a PCAT type computer; and (3) to characterize the frequency response of a flush mounted film sensor. A brief description of each of the above tasks along with recommendations are given.
The recognition of vehicle cluster situations is one of the critical technologies of advanced driving, such as intelligent driving and automated driving. The accurate recognition of vehicle cluster situations is helpful for behavior decision‐making safe and efficient. In order to accurately and objectively identify the vehicle cluster situation, a vehicle cluster situation model is proposed based on the interval number of set pair logic. The proposed model can express the traffic environment’s knowledge considering each vehicle’s characteristics, grouping relationships, and traffic flow characteristics in the target vehicle’s interest region. A recognition method of vehicle cluster situation is designed to infer the traffic environment and driving conditions based on the connection number of set pair logic. In the proposed model, the uncertainty of the driver’s cognition is fully considered. In the recognition method, the relative uncertainty and relative certainty of driver’s cognition, traffic information, and vehicle cluster situation are fully considered. The verification results show that the proposed recognition method of vehicle cluster situations can realize accurate and objective recognition. The proposed anthropomorphic recognition method could provide a basis for vehicle autonomous behavior decision‐making.
A brief overview is presented of conventional and novel acoustic liners for use in flight vehicles from UAVs to commercial aircraft. Differences between local and extended reacting liners are reviewed, with an emphasis on the former. The variety of NASA test rigs used to evaluate acoustic liners is presented, along with a number of novel liner applications. This includes acoustic liners placed in unusual locations, as well as multifunctional considerations. References to a number of contributions to this research area by OSU faculty and students (past and present) are also noted.
Cisco Systems and NASA Glenn Research Center under a NASA Space Act Agreement have been performing joint networking research to apply Internet technologies and protocols to space-based communications. During this time, Cisco Systems developed the mobile-router which NASA and Cisco jointly tested. The early field trials of this technology have been successfully completed. The mobile-router is software code that resides in a network router. A Mobile-Router allows entire networks to roam while maintaining connectivity to the Internet. This router code is pertinent to a myriad of applications for both the government and commercial sectors. This technology will be applied to the wireless battlefield. NASA and the Department of Defense will utilize this technology for near-planetary observation and sensing spacecraft. It is the enabling technology for communication via the Internet or Intranets to aircraft. Information such as weather, air traffic control, voice and video can be easily and inexpensively transmitted to the aircraft using Internet protocols. The mobile router can be incorporated into emergency vehicles particularly ambulances and life-flight aircraft to provide real-time connectivity back to the hospital and healthcare experts. Commercial applications include entertainment services, IP telephone, and Internet connectivity for cruise ships, commercial shipping, tour busses, aircraft, and eventually cars. This paper will briefly describe the mobile router operation. An upcoming wide area network field test with application to US Coast Guard communications will be described. The paper will also highlight military and government networks that will benefit from the deployment of mobile router and the associated applications.