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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 829 records · Page 46
All sourcesNASA NTRSDOE OSTI
NASA NTRS2009

An Analysis of Rocket Propulsion Testing Costs

The primary mission at NASA Stennis Space Center (SSC) is rocket propulsion testing. Such testing is generally performed within two arenas: (1) Production testing for certification and acceptance, and (2) Developmental testing for prototype or experimental purposes. The customer base consists of NASA programs, DOD programs, and commercial programs. Resources in place to perform on-site testing include both civil servants and contractor personnel, hardware and software including data acquisition and control, and 6 test stands with a total of 14 test positions/cells. For several business reasons there is the need to augment understanding of the test costs for all the various types of test campaigns. Historical propulsion test data was evaluated and analyzed in many different ways with the intent to find any correlation or statistics that could help produce more reliable and accurate cost estimates and projections. The analytical efforts included timeline trends, statistical curve fitting, average cost per test, cost per test second, test cost timeline, and test cost envelopes. Further, the analytical effort includes examining the test cost from the perspective of thrust level and test article characteristics. Some of the analytical approaches did not produce evidence strong enough for further analysis. Some other analytical approaches yield promising results and are candidates for further development and focused study. Information was organized for into its elements: a Project Profile, Test Cost Timeline, and Cost Envelope. The Project Profile is a snap shot of the project life cycle on a timeline fashion, which includes various statistical analyses. The Test Cost Timeline shows the cumulative average test cost, for each project, at each month where there was test activity. The Test Cost Envelope shows a range of cost for a given number of test(s). The supporting information upon which this study was performed came from diverse sources and thus it was necessary to build several intermediate databases in order to understand, validate, and manipulate data. These intermediate databases (validated historical account of schedule, test activity, and cost) by themselves are of great value and utility. For example, for the Project Profile, we were able to merged schedule, cost, and test activity. This kind of historical account conveys important information about sequence of events, lead time, and opportunities for improvement in future propulsion test projects. The Product Requirement Document (PRD) file is a collection of data extracted from each project PRD (technical characteristics, test requirements, and projection of cost, schedule, and test activity). This information could help expedite the development of future PRD (or equivalent document) on similar projects, and could also, when compared to the actual results, help improve projections around cost and schedule. Also, this file can be sorted by the parameter of interest to perform a visual review of potential common themes or trends. The process of searching, collecting, and validating propulsion test data encountered a lot of difficulties which then led to a set of recommendations for improvement in order to facilitate future data gathering and analysis.

Ramirez-Pagan, Carmen P.↗
NASA NTRS1946

An Analytical Investigation of the Heat Losses from a U.S. Navy K-Type Airship

The heat losses from the envelope surface of a U.S. Navy K-type airship are evaluated to determine if the use of heat is a feasible means of preventing ice and snow accumulations on lighter-than-air craft during flight and when moored uncovered. Consideration is given to heat losses in clear air (no liquid water present in the atmosphere) and in probable conditions of icing and snow. The results of the analysis indicate that the amount of heat required in flight to raise the surface temperature of the entire envelope to the extent considered adequate for ice protection, based on experience with tests of heavier-than-air craft, is very large. Existing types of heating equipment which could be used to supply this quantity of heat would probably be too bulky and heavy to provide a practical flight installation. The heat requirements to provide protection for the nose and stern regions in assumed mild to moderate icing conditions appear to be within the range of the capacity of current types of heating equipment suitable for flight use. The amount of heat necessary to prevent snow accumulations on the upper surface of the airship envelope when moored uncovered under all conditions appear to be excessive for the heating equipment presently available for flight use, but could possibly be achieved with auxiliary ground heating equipment.

Hillendahl, Wesley H.↗
NASA NTRS2010

Space Shuttle Day-of-Launch Trajectory Design and Verification

A top priority of any launch vehicle is to insert as much mass into the desired orbit as possible. This requirement must be traded against vehicle capability in terms of dynamic control, thermal constraints, and structural margins. The vehicle is certified to a specific structural envelope which will yield certain performance characteristics of mass to orbit. Some envelopes cannot be certified generically and must be checked with each mission design. The most sensitive envelopes require an assessment on the day-of-launch. To further minimize vehicle loads while maximizing vehicle performance, a day-of-launch trajectory can be designed. This design is optimized according to that day s wind and atmospheric conditions, which will increase the probability of launch. The day-of-launch trajectory verification is critical to the vehicle's safety. The Day-Of-Launch I-Load Uplink (DOLILU) is the process by which the Space Shuttle Program redesigns the vehicle steering commands to fit that day's environmental conditions and then rigorously verifies the integrated vehicle trajectory's loads, controls, and performance. The Shuttle methodology is very similar to other United States unmanned launch vehicles. By extension, this method would be similar to the methods employed for any future NASA launch vehicles. This presentation will provide an overview of the Shuttle's day-of-launch trajectory optimization and verification as an example of a more generic application of dayof- launch design and validation.

Harrington, Brian E.↗
NASA NTRS2011

VLA Ammonia Observations of IRAS 16253-2429: A Very Young and Low Mass Protostellar System

IRAS l6253-2429. the source of the Wasp-Waist Nebula seen in Spitzer IRAC images, is an isolated very low luminosity ("VeLLO") Class 0 protostar in the nearby rho Ophiuchi cloud. We present VLA ammonia mapping observations of the dense gas envelope feeding the central core accreting system. We find a flattened envelope perpendicular to the outflow axis, and gas cavities that appear to cradle the outflow lobes as though carved out by the flow and associated (apparently precessing) jet. Based on the NH3 (1,1) and (2,2) emission distribution, we derive the mass, velocity fields and temperature distribution for the envelope. We discuss the combined evidence for this source as possibly one of the youngest and lowest mass sources in formation yet known.

Wiseman, Jennifer J.↗
NASA NTRS2003

Flight-Test Evaluation of Flutter-Prediction Methods

The flight-test community routinely spends considerable time and money to determine a range of flight conditions, called a flight envelope, within which an aircraft is safe to fly. The cost of determining a flight envelope could be greatly reduced if there were a method of safely and accurately predicting the speed associated with the onset of an instability called flutter. Several methods have been developed with the goal of predicting flutter speeds to improve the efficiency of flight testing. These methods include (1) data-based methods, in which one relies entirely on information obtained from the flight tests and (2) model-based approaches, in which one relies on a combination of flight data and theoretical models. The data-driven methods include one based on extrapolation of damping trends, one that involves an envelope function, one that involves the Zimmerman-Weissenburger flutter margin, and one that involves a discrete-time auto-regressive model. An example of a model-based approach is that of the flutterometer. These methods have all been shown to be theoretically valid and have been demonstrated on simple test cases; however, until now, they have not been thoroughly evaluated in flight tests. An experimental apparatus called the Aerostructures Test Wing (ATW) was developed to test these prediction methods.

Lind, RIck↗
NASA NTRS2014

Space Shuttle and Hypersonic Entry

Fifty years of human spaceflight have been characterized by the aerospace operations of the Soyuz, of the Space Shuttle and, more recently, of the Shenzhou. The lessons learned of this past half decade are important and very significant. Particularly interesting is the scenario that is downstream from the retiring of the Space Shuttle. A number of initiatives are, in fact, emerging from in the aftermath of the decision to terminate the Shuttle program. What is more and more evident is that a new era is approaching: the era of the commercial usage and of the commercial exploitation of space. It is probably fair to say, that this is the likely one of the new frontiers of expansion of the world economy. To make a comparison, in the last 30 years our economies have been characterized by the digital technologies, with examples ranging from computers, to cellular phones, to the satellites themselves. Similarly, the next 30 years are likely to be characterized by an exponential increase of usage of extra atmospheric resources, as a result of more economic and efficient way to access space, with aerospace transportation becoming accessible to commercial investments. We are witnessing the first steps of the transportation of future generation that will drastically decrease travel time on our Planet, and significantly enlarge travel envelope including at least the low Earth orbits. The Steve Jobs or the Bill Gates of the past few decades are being replaced by the aggressive and enthusiastic energy of new entrepreneurs. It is also interesting to note that we are now focusing on the aerospace band, that lies on top of the aeronautical shell, and below the low Earth orbits. It would be a mistake to consider this as a known envelope based on the evidences of the flights of Soyuz, Shuttle and Shenzhou. Actually, our comprehension of the possible hypersonic flight regimes is bounded within really limited envelopes. The achievement of a full understanding of the hypersonic flight regimes will be a key enabler to facilitate the consolidation of the new emerging scenarios. The objective of this symposium is therefore to focus on lesson learned, to then analyze the main elements of those new scenarios, both from Institutional and Private sectors; and finally provide the leads for future collaboration opportunities between Italy, the United States and international partners, so to join profitably the opportunities offered by this new era of the aerospace technologies.

Campbell, Charles H.↗
NASA NTRS2014

On Helium-Dominated Stellar Evolution: The Mysterious Role of the O(He)-Type Stars

Context. About a quarter of all post-asymptotic giant branch (AGB) stars are hydrogen-deficient. Stellar evolutionary models explain the carbon-dominated H-deficient stars by a (very) late thermal pulse scenario where the hydrogen-rich envelope is mixed with the helium-rich intershell layer. Depending on the particular time at which the final flash occurs, the entire hydrogen envelope may be burned. In contrast, helium-dominated post-AGB stars and their evolution are not yet understood. Aims. A small group of very hot, helium-dominated stars is formed by O(He)-type stars. A precise analysis of their photospheric abundances will establish constraints to their evolution. Methods. We performed a detailed spectral analysis of ultraviolet and optical spectra of four O(He) stars by means of state-of-the-art non-LTE model-atmosphere techniques. Results. We determined effective temperatures, surface gravities, and the abundances of H, He, C, N, O, F, Ne, Si, P, S, Ar, and Fe. By deriving upper limits for the mass-loss rates of the O(He) stars, we found that they do not exhibit enhanced mass-loss. The comparison with evolutionary models shows that the status of the O(He) stars remains uncertain. Their abundances match predictions of a double helium white dwarf (WD) merger scenario, suggesting that they might be the progeny of the compact and of the luminous helium-rich sdO-type stars. The existence of planetary nebulae that do not show helium enrichment around every other O(He) star precludes a merger origin for these stars. These stars must have formed in a different way, for instance via enhanced mass-loss during their post-AGB evolution or a merger within a common-envelope (CE) of a CO-WD and a red giant or AGB star. Conclusions. A helium-dominated stellar evolutionary sequence exists that may be fed by different types of mergers or CE scenarios. It appears likely that all these pass through the O(He) phase just before they become WDs.

evolution↗
NASA NTRS2008

A Gas Management System for an Ultra Long Duration Titan Blimp

This paper presents analyses, designs and experimental results for the gas management system of a hydrogen-filled blimp capable of flying in the lower atmosphere of Titan for a period of one year or more. The engineering strategy has two basic elements: first, to minimize leakage rates from the blimp envelope and ballonets; and second, to provide auxiliary subsystems to mitigate the life-limiting effects resulting from those leaks. Leak minimization is achieved through use of cryogenically compatible balloon materials and adhesives, and selection of ballonet geometries that minimize pinhole generation via folding and material fatigue. Hydrogen loss to the environment through leaks in the blimp envelope is compensated for by producing new hydrogen through chemical processing of atmospheric methane. Nitrogen leaked into the blimp from the ballonets is removed by a carbon absorption system and periodically vented to the atmosphere. Data is presented on the measured leak rate from a full scale (13 m long) prototype blimp envelope and on the performance of a low mass, low power prototype device that generates hydrogen from methane. These results are factored in to an overall system design that quantifies the mass and power requirements for a minimum one year operational lifetime.

aerobot↗
NASA NTRS2016

Formation and Recondensation of Complex Organic Molecules During Protostellar Luminosity Outbursts

During the formation of stars, the accretion of surrounding material toward the central object is thought to undergo strong luminosity outbursts followed by long periods of relative quiescence, even at the early stages of star formation when the protostar is still embedded in a large envelope. We investigated the gas-phase formation and recondensation of the complex organic molecules (COMs) di-methyl ether and methyl formate, induced by sudden ice evaporation processes occurring during luminosity outbursts of different amplitudes in protostellar envelopes. For this purpose, we updated a gas-phase chemical network forming COMs in which ammonia plays a key role. The model calculations presented here demonstrate that ion-molecule reactions alone could account for the observed presence of di-methyl ether and methyl formate in a large fraction of protostellar cores without recourse to grain-surface chemistry, although they depend on uncertain ice abundances and gas-phase reaction branching ratios. In spite of the short outburst timescales of about 100 years, abundance ratios of the considered species higher than 10% with respect to methanol are predicted during outbursts due to their low binding energies relative to water and methanol which delay their recondensation during cooling. Although the current luminosity of most embedded protostars would be too low to produce complex organics in the hot-core regions that are observable with current sub-millimetric interferometers, previous luminosity outburst events would induce the formation of COMs in extended regions of protostellar envelopes with sizes increasing by up to one order of magnitude.

astrochemistry↗
NASA NTRS2017

Organic Molecules On the Surfaces of Iapetus and Phoebe

Absorption bands of both aliphatic and aromatic organic molecules are found in the reflectance spectra of Saturn satellites Iapetus, Phoebe, and Hyperion obtained with the Cassini Visible-Infrared Mapping Spectrometer (VIMS). The VIMS data do not fully resolve the individual bands of C-H functional groups specific to particular molecules, but instead show absorption envelopes representing blended clusters of the bands of aromatic (approximately 3.28 microns) and aliphatic (approximately 3.4 microns) hydrocarbons known in spectra of interstellar dust. In Cruikshank et al. (2014), we matched components of the unresolved hydrocarbon band envelopes with clusters of bands of a range of functional groups in specific types of organic compounds (e.g., normal and N-substituted polycyclic aromatic hydrocarbons, olefins, cycloalkanes, and molecules with lone-pair interactions of N and O with CH3+). In the work reported here, we revisit the spectra of Iapetus and Phoebe using VIMS data processed with improved radiometric and wavelength calibration (denoted RC19). The band envelopes of both aromatic and aliphatic hydrocarbons are now more clearly defined, corroborating the provisional assignment of specific classes of molecules in Cruikshank et al. 2014, but permitting a more reliable quantitative assessment of the relative contributions of those classes, and a revision to the earlier estimate of the ratio of the abundances of aromatic to aliphatic molecules.

Phoeb↗
NASA NTRS2017

Shape Memory Alloys (SMAs) for Non-Pneumatic Tires

Conventional mobility elements, such as pneumatic tires, suffer from a number of issues related to reliability. Two of the more prevalent problems are the high likelihood of single point failure owing to puncture (i.e. flat tire), and loss of efficiency due to reduction in tire pressure over time. In order to overcome these limitations, alternative compliant tire designs not requiring pneumatics have been developed. However, although current designs have significantly reduced the aforementioned issues, they tend to have their own set of limitations. First, non-pneumatic tires designed for high load applications often have restricted envelopment capability, making their performance less than optimal, especially on uneven terrain. Second, tires designed with larger envelopment capability tend to suffer from large amounts of plasticity (permanent deformation) or failure (rupture). Both of these limitations are the direct result of the choice of material being used for the design; conventional metals undergo plastic deformation at low strain while elastomer based designs are often too rigid for the localized deformations needed for high envelopment. Recent advancements at the NASA Glenn research center in a unique class of metals know as shape memory alloys (SMAs) has opened the design space for non-pneumatic compliant tire technologies allowing designs to incorporate orders of magnitude more deformation without damage. The work presented herein highlights the advantages of using SMAs as compared to conventional metals. Additionally, the development of a unique SMA compliant tire design capable of carrying up to 8.9 kN (2000 lbf) with reversible, local deformations on the order of the side wall height will be presented.

Padula, Santo↗
NASA NTRS2018

Efficient Unsteady Model Estimation Using Computational and Experimental Data

Improving aircraft simulations for pilot training in loss-of-control and stalled conditions is one goal of NASA research in the System Wide Safety Program. One part of this effort is to develop appropriate generic aerodynamic models that provide representative responses in simulation for a given class of aircraft. In this part of the flight envelope nonlinear unsteady responses are often present and may require an extended aerodynamic model compared to that used in the conventional flight envelope. In this preliminary study, two objectives are addressed. First, to obtain a representative model for a NASA generic aircraft at an unsteady condition in the flight envelope and second, to evaluate the techniques involved. To meet these objectives, two different generic aircraft configurations are modeled using both experimental and analytical data. With these results, an initial assessment of the efficiency and quality of the tools and test techniques are evaluated to develop guidance for analytical and experimental approaches to unsteady modeling.

Murphy, Patrick C.↗
NASA NTRS2018

New Formation Models for the Kepler-36 System

Formation of the planets in the Kepler-36 system is modeled by detailed numerical simulations according to the core-nucleated accretion scenario. The standard model is updated to include the dissolution of accreting rocky planetesimals in the gaseous envelope of the planet, leading to substantial enrichment of the envelope mass in heavy elements and a non-uniform composition with depth. For Kepler-36 c, models involving in situ formation and models involving orbital migration are considered. The results are compared with standard formation models. The calculations include the formation (accretion) phase, as well as the subsequent cooling phase, up to the age of Kepler-36 (7 Gyr). During the latter phase, mass loss induced by stellar XUV radiation is included. In all cases, the results fit the measured mass, 7.84 M, and radius, 3.68 R, of Kepler-36 c. Two parameters are varied to obtain these fits: the disk solid surface density at the formation location, and the "efficiency" factor in the XUV mass loss rate. The updated models are hotter and therefore less dense in the silicate portion of the planet and in the overlying layers of H/He, as compared with standard models. The lower densities mean that only about half as much H/He is needed to be accreted to fit the present-day mass and radius constraints. For Kepler-36 b, an updated in situ calculation shows that the entire H/He envelope is lost, early in the cooling phase, in agreement with observation.

planets and satellites:formation↗
NASA NTRSDate not supplied

Performance Analysis of Optimized STARC-ABL Designs Across the Entire Mission Profile

Boundary layer ingestion (BLI) offers the potential for significant fuel burn reduction by exploiting strong aeropropulsive interactions. NASA’s STARC–ABL concept uses an electri- cally powered BLI tail cone thruster on what is otherwise a traditional airframe. Despite the traditional airframe of this configuration, aeropropulsive integration is critical to the perfor- mance of the BLI propulsor. Furthermore, due to being electrically powered, the fan pressure ratio and efficiency of the BLI tail cone thruster vary widely across the flight envelope, and this variation in fan performance must be accounted for with the aeropropulsive integration of the BLI system. Thus, accurate performance prediction for this novel propulsion configu- ration requires the use of a coupled aeropropulsive model across the flight envelope. In this work, we analyze the off-design performance of 18 optimized designs using an aeropropulsive model that is built with the OpenMDAO framework to couple 3-D RANS CFD simulations to 1-D thermodynamic cycle analyses. The designs are created via high-fidelity aeropropulsive design optimizations that span a range of fan pressure ratio and thrust values at the cruise conditions for the STARC-ABL concept, which was chosen as the aerodynamic design point for the propulsor. Performance analyses we present herein are then performed at a range of off-design flight conditions that span the flight envelope, including low-speed and low-altitude flight conditions. This study provides the first set of high-fidelity data for the STARC–ABL configuration at off-design conditions, and the results quantify the power savings through BLI compared to a traditional propulsion system across the entire mission profile.

optimization↗
NASA NTRS2020

TOI-1235 b: A Keystone Super-Earth for Testing Radius Valley Emergence Models around Early M Dwarfs

Small planets on close-in orbits tend to exhibit envelope mass fractions of either effectively zero or up to a few percent depending on their size and orbital period. Models of thermally driven atmospheric mass loss and of terrestrial planet formation in a gas-poor environment make distinct predictions regarding the location of this rocky/nonrocky transition in period–radius space. Here we present the confirmation of TOI-1235 b (P = 3.44 days, r(p)=1.738(+0.087,-0.076)R(ꚛ)), a planet whose size and period are intermediate between the competing model predictions, thus making the system an important test case for emergence models of the rocky/nonrocky transition around early M dwarfs (R(s) = 0.630 ± 0.015 R(ꙩ), M(s) = 0.640 ± 0.016 M(ꙩ)). We confirm the TESS planet discovery using reconnaissance spectroscopy, ground-based photometry, high-resolution imaging, and a set of 38 precise radial velocities (RVs) from HARPS-N and HIRES. We measure a planet mass of 6.91(+0.75,-0.85) M(ꚛ), which implies an iron core mass fraction of 20(+15,-12)% in the absence of a gaseous envelope. The bulk composition of TOI-1235 b is therefore consistent with being Earth-like, and we constrain an H/He envelope mass fraction to be <0.5% at 90% confidence. Our results are consistent with model predictions from thermally driven atmospheric mass loss but not with gas-poor formation, suggesting that the former class of processes remains efficient at sculpting close-in planets around early M dwarfs. Our RV analysis also reveals a strong periodicity close to the first harmonic of the photometrically determined stellar rotation period that we treat as stellar activity, despite other lines of evidence favoring a planetary origin (P=21.8(+0.9,-0.8) days, m(p) sin i= 13.0(+3.8,-5.3)M(ꚛ)) that cannot be firmly ruled out by our data.

Ryan Cloutier↗
NASA NTRS2020

TOI-1235 b: A Keystone Super-Earth for Testing Radius Valley Emergence Models around Early M Dwarfs

Small planets on close-in orbits tend to exhibit envelope mass fractions of either effectively zero or up to a few percent depending on their size and orbital period. Models of thermally driven atmospheric mass loss and of terrestrial planet formation in a gas-poor environment make distinct predictions regarding the location of this rocky/nonrocky transition in period–radius space. Here we present the confirmation of TOI-1235 b (P = 3.44 days, r(p)=1.738 (+0.087, -0.076) Rꚛ), a planet whose size and period are intermediate between the competing model predictions, thus making the system an important test case for emergence models of the rocky/nonrocky transition around early M dwarfs (R(s) = 0.630 ± 0.015 Rꙩ, M(s) = 0.640 ± 0.016 Mꙩ}$). We confirm the TESS planet discovery using reconnaissance spectroscopy, ground-based photometry, high-resolution imaging, and a set of 38 precise radial velocities (RVs) from HARPS-N and HIRES. We measure a planet mass of 6.91 (+0.75, -0.85) Mꚛ, which implies an iron core mass fraction of 20 (+15,-12)% in the absence of a gaseous envelope. The bulk composition of TOI-1235 b is therefore consistent with being Earth-like, and we constrain an H/He envelope mass fraction to be <0.5% at 90% confidence. Our results are consistent with model predictions from thermally driven atmospheric mass loss but not with gas-poor formation, suggesting that the former class of processes remains efficient at sculpting close-in planets around early M dwarfs. Our RV analysis also reveals a strong periodicity close to the first harmonic of the photometrically determined stellar rotation period that we treat as stellar activity, despite other lines of evidence favoring a planetary origin P= 21.8(+0.9, _0.8) days, m(p)sin i= 13.0 (+3.8,-5.3) Mꚛ) that cannot be firmly ruled out by our data.

Ryan Cloutier↗
NASA NTRS2023

Spacesuit Fit and Mobility Assessments by Digital Human Modeling

Spacesuit Fit and Mobility Assessments by Digital Human Modeling K. Han Kim (Leidos, Inc.) Elizabeth A. Benson (KBR, Inc.) Sudhakar L. Rajulu (NASA Johnson Space Center) Spacesuits are required to accommodate safe operations for astronauts across gender and a wide variety of body shapes and sizes. This goal has been of particular importance given the increasing diversity of NASA crewmembers for upcoming Missions. While testing with design prototypes is a critical step for spacesuit development, iterative mockup design, fabrication, and human subject tests can be extremely costly and time consuming. Moreover, testing with a limited subject pool has often raised questions for validity, as test subjects need to represent the entire astronaut population, not only of the past or current, but also the future. This study is aimed at demonstrating how digital human modeling (DHM) tools have been built and directly supported NASA spacesuit developments. With DHM, the computer aided design (CAD) model of a spacesuit was integrated with human body models. Two use scenarios are presented in this paper, namely fit and mobility. For fit assessments, the suit-to-body contact and compression patterns were estimated using 3D human body scan models virtually wearing a spacesuit model. A statistical fit classifier was made from the contact patterns and applied against a large database of body scans (N=2,500). With this technique, the NASA reference design spacesuit Exploration EVA Mobility Unit (xEMU)was verified to accommodate 90% of the astronaut-like population, with the critical dimensions covering 1stto 99thpercentiles of the target body measurements. A similar technique assessed XEMU mobility. The maximum reach envelopes were considered, within which the work objects and critical hardware interfaces should be located for safe and ergonomic operations. While the reach envelope geometry varies significantly with the suit wearer’s body size and strength, the existing test data did not include the subjects critically required to define suit mobility requirements, such as very small females or large males. Using the xEMU virtual model kinematically simulated and permuted for a hypothetical wearer, however, the existing data were statistically transformed and scaled. This method enabled for a parametric estimation of the reach envelopes from the 1stpercentile female or 99thpercentile male. The outcome was successfully incorporated for requirement developments. With the new DHM tools, human integration of the spacesuit was structurally simulated and predictively assessed, which would have been otherwise impossible. Also, the needs for iterative mockup and subject tests were significantly reduced, which resulted in time and cost saving. Additional work is in progress to integrate additional vehicles, tools, and hardware with DHM framework.

K Han Kim↗
DOE OSTI2021

Apparatus and method for safety analysis evaluation with data-driven workflow

An apparatus and method for system safety analysis evaluation is provided, the apparatus including processing circuitry configured for generating a calculation matrix for a system, generating a plurality of models based on the calculation matrix, performing a benchmarking or convolution analysis of the plurality of models, identifying a design envelope based on the benchmarking or convolution analysis, deriving uncertainty models from the benchmarking or convolution analysis, deriving an assessment judgment based on the uncertainty models and acceptance criteria, defining one or more limiting scenarios based on the design envelope, and determining a safety margin in at least one figure-of-merit for the system based on the design envelope and the acceptance criteria.

Martin, Robert P.↗