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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 739 records · Page 41
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Aerial Vehicles to Detect Maximum Volume of Plume Material Associated with Habitable Areas in Extreme Environments

Current technologies of exploring habitable areas of icy moons are limited to flybys of space probes. This research project addresses long-term navigation of icy moons by developing a MATLAB adjustable trajectory based on the volume of plume material observed. Plumes expose materials from the sub-surface without accessing the subsurface. Aerial vehicles capable of scouting vapor plumes and detecting maximum plume material volumes, which are considered potentially habitable in inhospitable environments, would enable future deep-space missions to search for extraterrestrial organisms on the surface of icy moons. Although this platform is still a prototype, it demonstrates the potential aerial vehicles can have in improving the capabilities of long-term space navigation and enabling technology for detecting life in extreme environments. Additionally, this work is developing the capabilities that could be utilized as a platform for space biology research. For example, aerial vehicles that are sent to map extreme environments of icy moons or the planet Mars, could also carry small payloads with automated cell-biology experiments, designed to probe the biological response of low-gravity and high-radiation planetary environments, serving as a pathfinder for future human missions.

Vehicles Extreme Environment↗
DOE OSTI2024

Automated Mobility Districts - A Conceptual Definition: Preprint

An automated mobility district (AMD) provides for the movement of people and goods within a district through the use of fleets of roboticized vehicles as the primary mobility system. The concept of an AMD has precursors deployed in a few places around the world, in which the circulation within a dense urban district, such as a business and residential center or a major activity center like an airport terminal complex is accomplished using a fully automated transport system(s).

ADVANCED PROPULSION SYSTEMS↗
NASA NTRSDate not supplied

Training the Powered-Lift Evaluation Pilot

This poster describes a project to prepare pilots for a study assessing novel aircraft automation concepts for electric Vertical Takeoff and Landing (eVTOL) aircraft using NASA’s Vertical Motion Simulator (VMS). By exploring the operational and learning challenges related to transitioning between forward flight and vertical landing, we seek to establish baselines of pilot workload and aircraft handling qualities across varying atmospheric conditions and automation states. The simulated eVTOL design differentiates flight control allocations as a function of airspeed across four speed ranges as the vehicle transitions between fully thrust-borne lift and wing-borne lift. As speed increases, side stick controls command: translational ground speeds, vertical and lateral acceleration, vertical rate, vertical flight path angle, and bank angle. This novel approach to flight control allocation creates a significant learning challenge for pilots. Since initial eVTOL aircraft may have limitations on hover capabilities, automation and flight guidance cues also vary with airspeed to provide efficient landing profiles while still providing cues suitable for cruise flight. The NASA team prepared the study pilots to follow these flight guidance cues along curved Required Navigation Performance (RNP) approaches and along 6o and 12o glide paths to energy-efficient assistive-hover landing and goarounds. The pre-VMS preparation sought to prepare pilots from diverse levels of experience and background. To do this, NASA researchers designed and developed a fixed-based, large field-ofview simulator with terrain, structures, and air traffic. With one day of combined classroom learning and skill development in the fixedbase simulator, pilots were largely able to fly the simulated eVTOL in the VMS with sufficient mastery to provide handling quality assessments using the Cooper-Harper Handling Qualities Rating and workload assessments through the Bedford Workload Scale.

AAM↗
NASA NTRS2002

Design Through Manufacturing: The Solid Model-Finite Element Analysis Interface

State-of-the-art computer aided design (CAD) presently affords engineers the opportunity to create solid models of machine parts reflecting every detail of the finished product. Ideally, in the aerospace industry, these models should fulfill two very important functions: (1) provide numerical. control information for automated manufacturing of precision parts, and (2) enable analysts to easily evaluate the stress levels (using finite element analysis - FEA) for all structurally significant parts used in aircraft and space vehicles. Today's state-of-the-art CAD programs perform function (1) very well, providing an excellent model for precision manufacturing. But they do not provide a straightforward and simple means of automating the translation from CAD to FEA models, especially for aircraft-type structures. Presently, the process of preparing CAD models for FEA consumes a great deal of the analyst's time.

Rubin, Carol↗
NASA NTRSDate not supplied

A Framework for Assessment of Autonomy Challenges in Air Traffic Management

Traditionally, air traffic management services have been provided by air traffic controllers and managers stationed in ground facilities, employed or contracted by the public sector, and supported by automation. These centralized, human-centric air traffic management services do not scale to accommodate increasing demands from conventional and new entrant operations for access to the national airspace system. One transformation that provides much needed scalability is increasing the level of autonomy of air traffic management by enabling edge agents of the system, including vehicles, operators, and third-party service suppliers, to collectively self-manage independently from the centralized service providers and enabling the automation to also take on more independent traffic management responsibility from the human agents. This paper identifies challenges to increasing the level of autonomy of air traffic management services. It describes a framework to enable a systematic identification of these challenges. The framework consists of a functional breakdown of air traffic management services and several dimensions characterizing different autonomy scales. The autonomy dimensions include the automation level between human and machine agents, the locus of control between centralized and distributed edge agents, cognitive activities for autonomous situation awareness and decision making, intelligence levels ranging from skill-based to expertise-based autonomous behavior, and uncertainty levels of the dynamics and environment in which autonomous agents operate. Several challenges are identified and categorized using the different dimensions of the autonomy framework.

automation, autonomy framework, collective autonom↗
NASA NTRS1982

Space exploration: The interstellar goal and Titan demonstration

Automated interstellar space exploration is reviewed. The Titan demonstration mission is discussed. Remote sensing and automated modeling are considered. Nuclear electric propulsion, main orbiting spacecraft, lander/rover, subsatellites, atmospheric probes, powered air vehicles, and a surface science network comprise mission component concepts. Machine, intelligence in space exploration is discussed.

Source record↗
NASA NTRS2012

Key Decision Record Creation and Approval Module

Retaining good key decision records is critical to ensuring the success of a project or operation. Having adequately documented decisions with supporting documents and rationale can greatly reduce the amount of rework or reinvention over a project's, vehicle's, or facility's lifecycle. Stennis Space Center developed and uses a software tool that automates the Key Decision Record (KDR) process for its engineering and test projects. It provides the ability for a user to log key decisions that are made during the course of a project. By customizing Parametric Technology Corporation's (PTC) Windchill product, the team was able to log all information about a decision, and electronically route that information for approval. Customizing the Windchill product allowed the team to directly connect these decisions to the engineering data that it might affect and notify data owners of the decision. The user interface was created in JSP and Javascript, within the OOTB (Out of the Box) Windchill product, allowing users to create KDRs. Not only does this interface allow users to create and track KDRs, but it also plugs directly into the OOTB ability to associate these decision records with other relevant engineering data such as drawings, designs, models, requirements, or specifications

Hebert, Barrt↗
DOE OSTI2020

AUTONOMIE VID

Autonomie Vehicle Information Database (VID) offers a comprehensive list of vehicle specifications since 1990. The database details more than 65,000 vehicles with hundreds of attributes. The database is the result of the development of a general automated data collection framework as well as the development of building blocks for processing, cleaning, integrating and analyzing complex data. The data has undergone several layers of outlier detections processes, machine learning based imputations methods have been used to deal with missing data problems, and new fields have been created according to the rules of feature engineering. Thanks to this streamlined data pipelines, the resulting processed aggregated data should deliver a unique level of information to the user in which the content can be efficiently maintained and updated.

Moswd, Ayman↗
NASA NTRSDate not supplied

Automated Probabilistic Finite Element Model Calibration Tool Based on Uncertainty Quantification and Machine Learning

Qualification and certification of safety critical parts is a hurdle to the adoption of metallic additively manufactured components for aerospace vehicle applications. Challenges include variability in part properties due to inconsistent defect distribution and microstructure. Understanding of the process through finite element modeling (FEM), and process control through in-situ monitoring, may result in significant improvements; however, solutions useful to manufacturers will require large volumes of data and automated data utilization. Toward this end, a generalizable automated FEM calibration paradigm is developed. This paradigm leverages existing and novel tools from machine learning and uncertainty quantification to enable the automatic calibration of FEMs without requiring prior knowledge of the model performance across input parameter space, including meshing and solver settings, which can require time consuming manual model probing or cause noisy and inconsistent predictions. The result is a probabilistic distribution of calibrated and validated FEM input parameters targeting measured data.

Additive manufacturing model calibration finite el↗
DOE OSTI2024

Automated Lane Centering: An Off-the-Shelf Computer Vision Product vs. Infrastructure-Based Chip-Enabled Raised Pavement Markers

Safe autonomous vehicle (AV) operations depend on an accurate perception of the driving environment, which necessitates the use of a variety of sensors. Computational algorithms must then process all of this sensor data, which typically results in a high on-vehicle computational load. For example, existing lane markings are designed for human drivers, can fade over time, and can be contradictory in construction zones, which require specialized sensing and computational processing in an AV. But, this standard process can be avoided if the lane information is simply transmitted directly to the AV. High definition maps and road side units (RSUs) can be used for direct data transmission to the AV, but can be prohibitively expensive to establish and maintain. Additionally, to ensure robust and safe AV operations, more redundancy is beneficial. A cost-effective and passive solution is essential to address this need effectively. In this research, we propose a new infrastructure information source (IIS), chip-enabled raised pavement markers (CERPMs), which provide environmental data to the AV while also decreasing the AV compute load and the associated increase in vehicle energy use. CERPMs are installed in place of traditional ubiquitous raised pavement markers along road lane lines to transmit geospatial information along with the speed limit using long range wide area network (LoRaWAN) protocol directly to nearby vehicles. This information is then compared to the Mobileye commercial off-the-shelf traditional system that uses computer vision processing of lane markings. Our perception subsystem processes the raw data from both CEPRMs and Mobileye to generate a viable path required for a lane centering (LC) application. To evaluate the detection performance of both systems, we consider three test routes with varying conditions. Our results show that the Mobileye system failed to detect lane markings when the road curvature exceeded ±0.016 m -1 . For the steep curvature test scenario, it could only detect lane markings on both sides of the road for just 6.7% of the given test route. On the other hand, the CERPMs transmit the programmed geospatial information to the perception subsystem on the vehicle to generate a reference trajectory required for vehicle control. The CERPMs successfully generated the reference trajectory for vehicle control in all test scenarios. Moreover, the CERPMs can be detected up to 340 m from the vehicle’s position. Our overall conclusion is that CERPM technology is viable and that it has the potential to address the operational robustness and energy efficiency concerns plaguing the current generation of AVs.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1992

Robotics and automation in Mars exploration

A new approach to the exploration of Mars is examined which relies on the use of smaller and simpler vehicles. The new strategy involves the following principles: limiting science objectives to retrieval of rock samples from several different but geologically homogeneous areas; making use of emerging microspacecraft technologies to significantly reduce the mass of hardware elements; simplifying missions to the absolutely essential elements; and managing risk through the employment of many identical independent pieces some of which may fail. The emerging technologies and their applications to robotic Mars missions are discussed.

Bourke, Roger D.↗
NASA NTRS1991

Use of automated rendezvous trajectory planning to improve spacecraft operations efficiency

The current planning process for space shuttle rendezvous with a second Earth-orbiting vehicle is time consuming and costly. It is a labor-intensive, manual process performed pre-mission with the aid of specialized maneuver processing tools. Real-time execution of a rendezvous plan must closely follow a predicted trajectory, and targeted solutions leading up to the terminal phase are computed on the ground. Despite over 25 years of Gemini, Apollo, Skylab, and shuttle vehicle-to-vehicle rendezvous missions flown to date, rendezvous in Earth orbit still requires careful monitoring and cannot be taken for granted. For example, a significant trajectory offset was experienced during terminal phase rendezvous of the STS-32 Long Duration Exposure Facility retrieval mission. Several improvements can be introduced to the present rendezvous planning process to reduce costs, produce more fuel-efficient profiles, and increase the probability of mission success.

Mulder, Tom A.↗
NASA NTRS1991

Space Shuttle Program: Automatic rendezvous, proximity operations, and capture (category 3)

The NASA Johnson Space Center is actively pursuing the development and demonstration of capabilities for automatic rendezvous, proximity operations, and capture (AR&C) using the Space Shuttle as the active vehicle. This activity combines the technologies, expertise, tools, and facilities of the JSC Tracking and Communications Division (EE), Navigation, Control and Aeronautics Division (EG), Automation and Robotics Division (ER), and Structures and Mechanics Division (ES) of the Engineering Directorate and the Flight Design and Dynamics Division (DM) of the Mission Operations Directorate. Potential benefits of AR&C include more efficient and repeatable rendezvous, proximity operations, and capture operations; reduced impacts on the target vehicles (e.g., Orbiter RCS plume loads); reduced flight crew work loads; reduced ground support requirements; and reduced operational constraints. This paper documents the current JSC capabilities/tools/facilities for AR&C and describes a proposed plan for a progression of ground demonstrations and flight tests and demonstrations of AR&C capabilities. This plan involves the maturing of existing technologies in tracking and communications; guidance, navigation and control; mechanisms; manipulators; and systems management and integrating them into several evolutionary demonstration stages.

Jackson, William L.↗
NASA NTRS1991

Applying Boeing Commercial Airplane automated test and checkout techniques to reusable space propulsion systems

Automated test and checkout computer tools that have been developed for commercial and military aircraft are presently shown to be applicable to reusable launch vehicle and spacecraft propulsion systems, for the sake of reductions in maintenance personnel and calendar time. Attention is given to the potential uses of the Programmable Engine Tester and the Integrated Functional Test System in the context of SSME problems. It is found that while direct application of existing automated checkout systems would be difficult, future spacecraft propulsion technology can be designed for integral operation with such systems.

Wilkinson, Calvin L.↗
NASA NTRS1973

Design, capability, and cost of a Versatile Upper Stage /VUS/ family of vehicles.

Trade-off studies and a preliminary design were accomplished to investigate the Versatile Upper Stage (VUS) concept. This concept entails the development by one contractor of a family of stages with a great deal of commonality to perform a spectrum of potential unmanned automated missions planned through 1990. The trade studies and analyses revealed areas where the penalty for commonality between stages was excessive in weight and performance loss. This occurred in the selection of the vehicle structural shell. In many of the expensive subsystems, especially astrionics, it was found that establishing the requirements for all family members and the application of commonality in subsystem selection could result in significant savings.

Haltermann, R. L.↗