Results for “AVOIDANCE” — Page 6

NASA NTRSDate not supplied

COBRA-DDP: Trajectory Generation and Collision Avoidance Augmentations for eVTOL Vehicles

This paper presents a receding horizon model predictive control variation of the combined Bernstein polynomial optimal reciprocal collision avoidance (ORCA) differential dynamic programming (COBRA-DDP) algorithm for AAM vehicles. Collision avoidance in combination with effective trajectory replanning are expected to be core components of AAM vehicles operating within a crowded airspace. This environment necessitates the use of real-time trajectory planning algorithms that are capable of planning around large amounts of stationary and moving obstacles. Previous work on COBRA-DDP demonstrated the capability of the algorithm to produce dynamically feasible trajectories for AAM vehicles and general collision avoidance. This paper improves upon the previous work by increasing the number of stationary and moving obstacles, implementing a variation of COBRA-DDP that lends itself to real-time application. These advancements are demonstrated on a vertical takeoff and landing (VTOL) vehicle simulation with highly nonlinear vehicle dynamics.

COBRA-DDP↗

NASA NTRSDate not supplied

COBRA-DDP: Trajectory Generation and Collision Avoidance Augmentations for eVTOL Vehicles

This paper presents a receding horizon model predictive control variation of the combined Bernstein polynomial optimal reciprocal collision avoidance (ORCA) differential dynamic programming (COBRA-DDP) algorithm for AAM vehicles. Collision avoidance in combination with effective trajectory replanning are expected to be core components of AAM vehicles operating within a crowded airspace. This environment necessitates the use of real-time trajectory planning algorithms that are capable of planning around large amounts of stationary and moving obstacles. Previous work on COBRA-DDP demonstrated the capability of the algorithm to produce dynamically feasible trajectories for AAM vehicles and general collision avoidance. This paper improves upon the previous work by increasing the number of stationary and moving obstacles, implementing a variation of COBRA-DDP that lends itself to real-time application. These advancements are demonstrated on a vertical takeoff and landing (VTOL) vehicle simulation with highly nonlinear vehicle dynamics.

COBRA-DDP↗

DOE OSTI2017

Evaluating the Toxicity Reduction With Computed Tomographic Ventilation Functional Avoidance Radiation Therapy

Purpose: Computed tomographic (CT) ventilation imaging is a new modality that uses 4-dimensional (4D) CT information to calculate lung ventilation. Although retrospective studies have reported on the reduction in dose to functional lung, no work to our knowledge has been published in which the dosimetric improvements have been translated to a reduction in the probability of pulmonary toxicity. Our work estimates the reduction in toxicity for CT ventilation–based functional avoidance planning. Methods and Materials: Seventy previously treated lung cancer patients who underwent 4DCT imaging were used for the study. CT ventilation maps were calculated with 4DCT deformable image registration and a density change–based algorithm. Pneumonitis was graded on the basis of imaging and clinical presentation. Maximum likelihood methods were used to generate normal tissue complication probability (NTCP) models predicting grade 2 or higher (2+) and grade 3+ pneumonitis as a function of dose (V5 Gy, V10 Gy, V20 Gy, V30 Gy, and mean dose) to functional lung. For 30 patients a functional plan was generated with the goal of reducing dose to the functional lung while meeting Radiation Therapy Oncology Group 0617 constraints. The NTCP models were applied to the functional plans and the clinically used plans to calculate toxicity reduction. Results: By the use of functional avoidance planning, absolute reductions in grade 2+ NTCP of 6.3%, 7.8%, and 4.8% were achieved based on the mean fV20 Gy, fV30 Gy, and mean dose to functional lung metrics, respectively. Absolute grade 3+ NTCP reductions of 3.6%, 4.8%, and 2.4% were achieved with fV20 Gy, fV30 Gy, and mean dose to functional lung. Maximum absolute reductions of 52.3% and 16.4% were seen for grade 2+ and grade 3+ pneumonitis for individual patients. Conclusion: Our study quantifies the possible toxicity reduction from CT ventilation–based functional avoidance planning. Reductions in grades 2+ and 3+ pneumonitis were 7.1% and 4.7% based on mean dose-function metrics, with reductions as high as 52.3% for individual patients. Our work provides seminal data for determining the potential toxicity benefit from incorporating CT ventilation into thoracic treatment planning.

62 RADIOLOGY AND NUCLEAR MEDICINE↗

DOE OSTI2015

An efficient Volumetric Arc Therapy treatment planning approach for hippocampal-avoidance whole-brain radiation therapy (HA-WBRT)

An efficient and simple class solution is proposed for hippocampal-avoidance whole-brain radiation therapy (HA-WBRT) planning using the Volumetric Arc Therapy (VMAT) delivery technique following the NRG Oncology protocol NRG-CC001 treatment planning guidelines. The whole-brain planning target volume (PTV) was subdivided into subplanning volumes that lie in plane and out of plane with the hippocampal-avoidance volume. To further improve VMAT treatment plans, a partial-field dual-arc technique was developed. Both the arcs were allowed to overlap on the in-plane subtarget volume, and in addition, one arc covered the superior out-of-plane sub-PTV, while the other covered the inferior out-of-plane subtarget volume. For all plans (n = 20), the NRG-CC001 protocol dose-volume criteria were met. Mean values of volumes for the hippocampus and the hippocampal-avoidance volume were 4.1 cm{sup 3} ± 1.0 cm{sup 3} and 28.52 cm{sup 3} ± 3.22 cm{sup 3}, respectively. For the PTV, the average values of D{sub 2%} and D{sub 98%} were 36.1 Gy ± 0.8 Gy and 26.2 Gy ± 0.6 Gy, respectively. The hippocampus D{sub 100%} mean value was 8.5 Gy ± 0.2 Gy and the maximum dose was 15.7 Gy ± 0.3 Gy. The corresponding plan quality indices were 0.30 ± 0.01 (homogeneity index), 0.94 ± 0.01 (target conformality), and 0.75 ± 0.02 (confirmation number). The median total monitor unit (MU) per fraction was 806 MU (interquartile range [IQR]: 792 to 818 MU) and the average beam total delivery time was 121.2 seconds (IQR: 120.6 to 121.35 seconds). All plans passed the gamma evaluation using the 5-mm, 4% criteria, with γ > 1 of not more than 9.1% data points for all fields. An efficient and simple planning class solution for HA-WBRT using VMAT has been developed that allows all protocol constraints of NRG-CC001 to be met.

61 RADIATION PROTECTION AND DOSIMETRY↗

DOE OSTI2016

SU-F-T-235: Optical Scan Based Collision Avoidance Using Multiple Stereotactic Cameras During Simulation

Purpose: To demonstrate the ability to quickly generate an accurate collision avoidance map using multiple stereotactic cameras during simulation. Methods: Three Kinect stereotactic cameras were placed in the CT simulation room and optically calibrated to the DICOM isocenter. Immediately before scanning, the patient was optically imaged to generate a 3D polygon mesh, which was used to calculate the collision avoidance area using our previously developed framework. The mesh was visually compared to the CT scan body contour to ensure accurate coordinate alignment. To test the accuracy of the collision calculation, the patient and machine were physically maneuvered in the treatment room to calculated collision boundaries. Results: The optical scan and collision calculation took 38.0 seconds and 2.5 seconds to complete respectively. The collision prediction accuracy was determined using a receiver operating curve (ROC) analysis, where the true positive, true negative, false positive and false negative values were 837, 821, 43, and 79 points respectively. The ROC accuracy was 93.1% over the sampled collision space. Conclusion: We have demonstrated a framework which is fast and accurate for predicting collision avoidance for treatment which can be determined during the normal simulation process. Because of the speed, the system could be used to add a layer of safety with a negligible impact on the normal patient simulation experience. This information could be used during treatment planning to explore the feasible geometries when optimizing plans. Research supported by Varian Medical Systems.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2021

Comparison of Long-Term Bioenergy with Carbon Capture and Storage to Reference Power Generation Technologies Using CO2 Avoidance Cost in the U.S.

Bioenergy with carbon capture and storage (BECCS) can sequester atmospheric CO2, while producing electricity. The CO2 avoidance cost (CAC) is used to calculate the marginal cost of avoided CO2 emissions for BECCS as compared to other established energy technologies. A comparative analysis using four different reference-case power plants for CAC calculations is performed here to evaluate the CO2 avoidance cost of BECCS implementation. Results from this work demonstrate that BECCS can generate electricity at costs competitive with other neutral emissions technologies, while simultaneously removing CO2 from the atmosphere. Approximately 73% of current coal power plants are approaching retirement by the year 2035 in the U.S. After considering CO2 sequestered from the atmosphere and coal power plant CO2 emissions displaced by BECCS, CO2 emissions can be reduced by 1.4 billion tonnes per year in the U.S. alone at a cost of $88 to $116 per tonne of CO2 removed from the atmosphere, for 10% to 90% of available biomass used, respectively. CAC calculations in this paper indicate that BECCS can help the U.S. and other countries transition to a decarbonized electricity grid, as simulations presented in this paper predict that BECCS power plants operate at lower CACs than coal plants with CCS.

25 ENERGY STORAGE↗

NASA NTRS2016

How Usability Testing Resulted in Improvements to Ground Collision Software for General Aviation: Improved Ground Collision Avoidance System (IGCAS)

The NASA improved Ground Collision Avoidance System (iGCAS) team conducted an onsite usability study at Experimental Aircraft Association (EAA) Air Venture in Oshkosh, Wisconsin from July 19 through July 26, 2015. EAA Air Venture had approximately 550,000 attendees from which the sample pool of pilots were selected. The objectives of this study were to assess the overall appropriateness and acceptability of iGCAS as a warning system for General Aviation aircraft, usability of the iGCAS displays and audio cues, test terrain avoidance characteristics, performance, functionality, pilot response time, and correlate terrain avoidance performance and pilot response time data.

collision avoidance↗

NASA NTRS2017

Validation of Minimum Display Requirements for a UAS Detect and Avoid System

The full integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS), a prerequisite for enabling a broad range of public and commercial UAS operations, presents several technical challenges to UAS developers, operators and regulators. A primary barrier is the inability for UAS pilots (situated at a ground control station, or GCS) to comply with Title 14 Code of Federal Regulations sections 91.111 and 91.113, which require pilots to see and avoid other aircraft in order to maintain well clear. The present study is the final in a series of human-in-the-loop experiments designed to explore and test the various display and alerting requirements being incorporated into the minimum operational performance standards (MOPS) for a UAS-specific detect and avoid system that would replace the see and avoid function required of manned aircraft. Two display configurations were tested - an integrated display and a standalone display - and their impact on pilot response times and ability to maintain DAA well clear were compared. Results indicated that the current draft of the MOPS result in high-level performance and did not meaningfully differ by display configuration.

unmanned aircraft systems↗

NASA NTRS2018

Detect and Avoid: Efforts from NASA's UAS Integration into the NAS Project

NASA's Unmanned Aerial Systems (UAS) integration into the National Air Space (NAS) project has been working closely with the FAA and RTCA Special Committee 228 to identify and break down barriers to UAS integration. A focus of this work is on detect and avoid (DAA) technologies. A pilot has responsibility to see and avoid other aircraft and to remain "well clear," using their best judgment (Federal Aviation Regulations (FAR) Sec. 91.113). For UAS to perform this function, the see function is replaced by sensors to detect the other aircraft. Secondly, the pilot judgment of well clear has to be replaced by a mathematical expression. For Phase 1 of this effort, a well clear violation was defined if all three of these conditions are true: a) the horizontal clearance is less than 4000 ft., and b) the vertical clearance is less than 450 ft., and c) the time to loss of well clear is less than 35 seconds. This definition was developed with a great deal of community input and testing to ensure interoperability with Air Traffic Control (ATC) and pilots of manned aircraft. Appropriate guidance, alerting and displays were developed to allow UAS, with the appropriate sensors, to effectively maintain well clear. This work contributed to FAA Technical Standard Orders: TSO-C211, Detect and Avoid and TSO-C212, ATAR for Traffic Surveillance. Phase 2 of this work extends the operational environment to include the terminal area and lesser capable aircraft that might not have the payload capability to carry the RADAR defined in Phase 1. This session reports on work from Phase 1 and initial work in Phase 2.

Detect and Avoid (DAA)↗

NASA NTRS2014

Pilot Evaluation of a UAS Detect-and-Avoid System's Effectiveness in Remaining Well Clear

Unmanned aircraft will equip with a detect-and-avoid (DAA) system that enables them to comply with the requirement to "see and avoid" other aircraft, an important layer in the overall set of procedural, strategic and tactical separation methods designed to prevent mid-air collisions. Regulators will establish minimum operating standards for DAA effectiveness, but different combinations of algorithms, displays and procedures could be used to meet those standards. The research presented in this paper indicates the effectiveness of the combined pilot-DAA system as a function of the DAA design requirements and provides data that may be used to model the behavior of pilots when employing such systems. Two simulations involving 21 professional unmanned aircraft system (UAS) pilots evaluated eight different DAA system designs in order to assess their ability to maintain the "well clear" separation standard, i.e., the state of maintaining a safe distance from other aircraft that would not normally cause the initiation of a collision avoidance maneuver by either aircraft. When the traffic display was integrated with the primary mission map directly in front of the pilot, there were fewer losses of well clear. Greater warning time provided to the pilot was strongly correlated with success in remaining well clear. Pilots' ability to separate from aircraft with cooperative and non-cooperative surveillance systems was nearly the same after accounting for the amount of alert time provided in each encounter, although the limited surveillance volume for the airborne-equipped aircraft meant alerts tended to occur later and therefore were more difficult to resolve.

detect-and-avoid↗

NASA NTRS2017

Validation of Minimum Display Requirements for a UAS Detect and Avoid System

The full integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS), a prerequisite for enabling a broad range of public and commercial UAS operations, presents several technical challenges to UAS developers, operators and regulators. A primary barrier is the inability for UAS pilots (situated at a ground control station, or GCS) to comply with Title 14 Code of Federal Regulations sections 91.111 and 91.113, which require pilots to “see and avoid” other aircraft in order to maintain well clear. UAS pilots’ removal from the flight deck of the aircraft necessitates the development of a UAS-specific system for detecting nearby traffic and displaying traffic information to the pilot to support their ability to maintain an objectively defined “DAA well clear” threshold from other aircraft. This new UAS-specific function of remaining DAA well clear is called traffic avoidance. The resulting Detect and Avoid (DAA) system, however, will be subject to a collection of requirements that manufacturers will be obligated to meet in order to certify their equipment. RTCA Special Committee 228 (SC-228), a consortium of representatives from government, industry and academia, is responsible for developing and documenting the Minimum Operational Performance Standards (MOPS) for UAS DAA systems. The present study is the final in a series of human-in-the-loop (HITL) experiments designed to explore and test the various display and alerting requirements being incorporated into the DAA MOPS. Whereas the prior DAA HITLs examined a wide variety of DAA display features and concepts, the current experiment aims to validate the latest minimum display requirements for Phase 1 of the DAA MOPS. Rather than test different display concepts, this study tests two configurations of a MOPS-compatible DAA display: a version that is integrated into the primary navigation and control display of the GCS and a version that is physically separated from the primary display. This manipulation tests the draft minimum requirement that allows the DAA traffic display to be a separate, or standalone, configuration. This type of configuration is a more achievable near-term technology solution since it does not stipulate additional certification or integration requirements on UAS manufacturers. However, a standalone display configuration has the potential to result in pilot performance issues resulting from the cognitive costs of switching between the primary DAA display and the primary navigation and control display. This configuration is also particularly susceptible to errors if the displays are in different orientations (e.g., north-up versus track-up). Both the integrated and standalone display configurations were presented to 16 active UAS pilots in a medium-fidelity simulation, which included confederate air traffic controllers and pseudo pilots operating simulated manned traffic. Pilots were tasked with navigating two different mission routes while maintaining DAA well clear with scripted conflicts. Pilot response times (i.e., measured response) and ability to remain DAA well clear are reported. Primary results indicate that both display configurations resulted in favorable response times and well clear rates. While there were clear trends of pilots objectively performing better in the integrated display condition, with several measured response metrics reaching statistical significance, the differences between the two displays were typically moderate. While the primary variable of DAA display location did not have an especially large impact on pilot performance on its own, when examined alongside the type of DAA threat the pilot was facing (a caution-level versus a warning-level alert), the response time benefits associated with the integrated display were amplified. The implications of these American Institute of Aeronautics and Astronautics 2 results on the Phase 1 DAA MOPS and the connection of this data to previous studies is also discussed.

detect and avoid↗

NASA NTRS2017

A Fuzzy Logic Approach for Separation Assurance and Collision Avoidance for Unmanned Aerial Systems

In the coming years, operations in low altitude airspace will vastly increase as the capabilities and applications of small Unmanned Aerial Systems (sUAS) continue to multiply. Therefore, solutions to managing sUAS in highly congested airspace must be explored. In this study, a Fuzzy Logic based approach was used to help mitigate the risk of collisions between aircraft using separation assurance and collision avoidance techniques. The system was evaluated for its effectiveness to mitigate the risk of mid-air collisions between aircraft. This system utilizes only current state information and can resolve potential conflicts without knowledge of intruder intent. The avoidance logic was verified using formal methods and shown to select the correct action in all instances. Additionally, the Fuzzy Logic Controllers were shown to always turn the vehicles in the correct direction. Numerical testing demonstrated that the avoidance system was able to prevent a mid-air collision between two sUAS in all tested cases. Simulations were also performed in a three-dimensional environment with a heterogenous fleet of sUAS performing a variety of realistic missions. Simulations showed that the system was 99.98 effective at preventing mid-air collisions when separation assurance was disabled (unmitigated case) and 100 effective when enabled (mitigated case).

Verification & Validation of a Fuzzy Logic Control↗

NASA NTRS2021

Detect-and-Avoid Surveillance Range Requirements for Electro-Optical/Infra-Red Sensors

A detect-and-avoid (DAA) system provides surveillance, alerting, and maneuver guidance (referred to as guidance in this report) that are critical to an unmanned aircraft system’s (UAS) ability to maintain separation from manned aircraft and other unmanned aircraft. The last decade has seen significant progress in the development of DAA requirements, spearheaded by RTCA Special Committee 228 (SC228) and subsequently by other standards organizations such as EUROCAE and ASTM. SC-228’s development of DAA requirements assumes the UAS follows instrument flight rules (IFR) and has a remote pilot or operator in the loop. As of the publication of this document, the SC-228’s latest Minimum Operational Performance Standards (MOPS) for DAA, versioned as DO-365B [1], DAA systems use onboard and/or ground surveillance systems to detect traffic. The surveillance systems must detect both cooperative and non-cooperative air traffic. Cooperative traffic are vehicles that have a broadcasting transponder, while non-cooperative traffic do not, and so must be detected via radar or other sensors. A DAA system’s alerting and guidance functions alert the pilot/operator in the loop of potential hazards, such as intruder aircraft, and provide maneuver solutions which help the pilot/operator avoid or mitigate observed hazards. A UAS pilot is expected to coordinate with air traffic control (ATC) before executing a conflict avoidance maneuver if the type of alert is not urgent enough to require an immediate maneuver.

uncrewed aviation systems↗

NASA NTRSDate not supplied

The Viability of See and Avoid for Urban Air Mobility Operations

Urban Air Mobility (UAM) is an emerging aviation concept that could supplement today’s ground and air transportation systems. For UAM, it is generally assumed that the private sector will manage separation and not rely on the Federal Aviation Administration air traffic control system. To date, discussions of initial operations focus on using the visual abilities of the pilot to “see and avoid” (SAA) other aircraft. Decades of research on SAA has demonstrated that it is inadequate for reliable detection of aircraft that might pose a collision risk. The literature on multi-object tracking is also reviewed for findings on how well humans can visually track objects. The research shows that humans have limited resources for tracking and that this may be affected by object characteristics and cognitive skills. The conclusion is that SAA is a risky method for avoiding midair collisions. It is recommended that flight deck displays and automated collision avoidance systems be implemented for all UAM aircraft at the outset of their introduction.

urban air mobility↗

NASA NTRS2023

The Viability of See-and-Avoid for Urban Air Mobility Operations

Urban Air Mobility (UAM) is an emerging aviation concept that could supplement today’s ground and air transportation systems. For UAM, it is generally assumed that the private sector will manage separation and not rely on the Federal Aviation Administration air traffic control system. To date, discussions of initial operations focus on using the visual abilities of the pilot to “see and avoid” (SAA) other aircraft. Decades of research on SAA has demonstrated that it is inadequate for reliable detection of aircraft that might pose a collision risk. The literature on multi-object tracking is also reviewed for findings on how well humans can visually track objects. The research shows that humans have limited resources for tracking and that this may be affected by object characteristics and cognitive skills. The conclusion is that SAA is a risky method for avoiding midair collisions. It is recommended that flight deck displays and automated collision avoidance systems be implemented for all UAM aircraft at the outset of their introduction.

urban air mobility↗

DOE OSTI2022

Results of a Multi-institutional Phase 2 Clinical Trial for 4DCT-ventilation Functional Avoidance Thoracic Radiation Therapy

Radiation pneumonitis remains a major limitation in the radiation therapy treatment of patients with lung cancer. Functional avoidance radiation therapy uses functional imaging to reduce pulmonary toxic effects by designing radiation therapy plans that reduce doses to functional regions of the lung. Lung functional imaging has been developed that uses 4-dimensional computed tomography (4DCT) imaging to calculate 4DCT-based lung ventilation (4DCT-ventilation). A phase 2 multicenter study was initiated to evaluate 4DCT-ventilation functional avoidance radiation therapy. The study hypothesis was that functional avoidance radiation therapy could reduce the rate of grade ≥2 radiation pneumonitis to 12% compared with a 25% historical rate, with the trial being positive if ≤16.4% of patients experienced grade ≥2 pneumonitis.

62 RADIOLOGY AND NUCLEAR MEDICINE↗

DOE OSTI2020

Machine learning control for disruption and tearing mode avoidance

In this work, real-time feedback control based on machine learning algorithms (MLA) was successfully developed and tested on DIII-D plasmas to avoid tearing modes and disruptions while maximizing the plasma performance, which is measured by normalized plasma beta. Control uses MLAs that were trained with ensemble learning methods using only the data available to the real-time Plasma Control System (PCS) from several thousand DIII-D discharges. A `tearability' metric that quantifies the likelihood of the onset of 2/1 tearing modes (TM) in a given time window, and a 'disruptivity' metric that quantifies the likelihood of the onset of plasma disruptions were first tested o -line then implemented on the PCS. A real-time control system based on these MLAs was successfully tested on DIII-D discharges, using feedback algorithms to maximize β Ν while avoiding tearing modes and to dynamically adjust ramp down to avoid high-current disruptions in ramp down.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2017

Avoided criticality and slow relaxation in frustrated two-dimensional models

Here, frustration and the associated phenomenon of “avoided criticality” have been proposed as an explanation for the dramatic relaxation slowdown in glass-forming liquids. To test this, we have undertaken a Monte Carlo study of possibly the simplest such problem, the two-dimensional XY model with frustration corresponding to a small flux f per plaquette. At f = 0, there is a Berezinskii-Kosterlitz-Thouless transition at T*, but at any small but nonzero f, this transition is avoided and replaced (presumably) by a vortex-ordering transition at much lower temperatures. We thus have studied the evolution of the dynamics for small and moderate f as the system is cooled from above T* to below. Although we do find strongly temperature-dependent slowing of the dynamics as T crosses T* and that simultaneously the dynamics becomes more complex, neither effect is anywhere nearly as dramatic as the corresponding phenomena in glass-forming liquids. At the very least, this implies that the properties of supercooled liquids must depend on more than frustration and the existence of an avoided transition.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗