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At least 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

A New Vehicle-to-Vehicle Communication System: Visual-Enhanced Cooperative Traffic Operations

The advent of Connected and Autonomous Vehicles (CAVs) has highlighted the necessity for robust communication systems between vehicles and their environment. This study introduces a novel vehicle-to-vehicle (V2V) communication system, termed the Visual-Enhanced Cooperative Traffic Operations (VECTOR) system. The VECTOR system addresses the need for robust communication by converting dynamic data (including velocity and yaw angle data) into binary code, which is displayed on an LED panel mounted on the top of the vehicle. Following vehicles detect this panel and decode the information using a camera, implementing a visual-based communication method. VECTOR system employs a comprehensive five-module process. Initially, polynomial fitting techniques are applied to velocity data over fixed time intervals using third-degree polynomials, with validation via R² and MSE metrics. The second module converts velocity and yaw angle data into binary form, thereby enhancing detection and processing efficiency. The third module focuses on improving detection stability across various environmental conditions to enhance traffic safety. The fourth module decodes the binary data back into trajectory information, ensuring the fidelity of velocity and yaw angles. The final module integrates eco-control through the VECTOR system, employing advanced control algorithms to minimize energy consumption in CAVs. Experimental evaluations conducted using a modified CAV test platform based on the Lincoln MKZ demonstrate the feasibility and efficiency of the VECTOR system, achieving a 75% R-squared accuracy rate in replicating original velocity data. This methodology not only highlights potential applications but also underscores significant implications for advancing CAV technology.

Ma, Ke↗
NASA NTRS2001

The Continuation of Cloud Statistics for NASA Climate Change Studies

The weather systems, cyclones, and anticyclones, along with air trajectories and cloud forms, are compared to past studies of the Arctic to assess compatibility of the four month study of the Arctic Cloud Experiment flights of the First ISCCP Regional Experiment (FIRE/ACE) with past climatologies. The frequency and movement of cyclones (lows) and anticyclones (highs) followed the general eastward and northeastward directions indicated by past studies. Most cyclones (lows) came from eastern Siberia and the Bering Sea to the south and moved north across the Bering Straight or Alaska into the Arctic Ocean. They generally weakened in central pressure as they moved poleward. Anticyclones (highs) were most common in the eastern Beaufort Sea near Canada in June and July as predicted from previous studies. However, many cyclones and anticyclones moved in westward directions which is rare in other latitudes. Erratic changes in shape and intensity on a daily basis also were observed. The National Center for Environmental Prediction (NCEP) analysis generally reflected the Surface Heat Budget in the Arctic (SHEBA) Ship World Meteorological Organization (WMO) observations which it used. However, NCEP temperatures were biased warm by 1.0 to 1.5 C in April and early May. In July when the surface temperature were at the freezing/thawing point, the NCEP analysis changed to a cold bias of -1.0 C. Dew points had smaller biases except for July where they were biased cold by -1.4 C. Wind speeds had a -2 m/s low bias for the six windiest days. Surface barometric pressures had consistently low biases from -1.2 to -2.8 hPa in all four months. Air parcel historical trajectories were mainly from the south or from local anticyclonic gyres in the Beaufort Sea. Most air came to the SHEBA Ship from the north Pacific Ocean or from Alaska and Canada and occasionally from eastern Siberia. Very few trajectories traced back across the pole to Europe and Central Asia. Cloud cover was high, as expected, from 69-86% of the time. Satellite data also indicate frequent stratus, altostratus, and cirrus clouds (occurring 61% of the time) above the expected boundary layer fog and Arctic stratus clouds.

Wylie, Donald P.↗
NASA NTRS1998

A Seasonal Air Transport Climatology for Kenya

A climatology of air transport to and from Kenya has been developed using kinematic trajectory modeling. Significant months for trajectory analysis have been determined from a classification of synoptic circulation fields. Five-point back and forward trajectory clusters to and from Kenya reveal that the transport corridors to Kenya are clearly bounded and well defined. Air reaching the country originates mainly from the Saharan region and northwestern Indian Ocean of the Arabian Sea in the northern hemisphere and from the Madagascan region of the Indian Ocean in the southern hemisphere. Transport from each of these source regions show distinctive annual cycles related to the northeasterly Asian monsoon and the southeasterly trade wind maximum over Kenya in May. The Saharan transport in the lower troposphere is at a maximum when the subtropical high over northern Africa is strongly developed in the boreal winter. Air reaching Kenya between 700 and 500 hPa is mainly from Sahara and northwest India Ocean flows in the months of January and March, which gives way to southwest Indian Ocean flow in May and November. In contrast, air reaching Kenya at 400 hPa is mainly from southwest Indian Ocean in January and March, which is replaced by Saharan transport in May and November. Transport of air from Kenya is invariant, both spatially and temporally, in the tropical easterlies to the Congo Basin and Atlantic Ocean in comparison to the transport to the country. Recirculation of air has also been observed, but on a limited and often local scale and not to the extent reported in southern Africa.

Gatebe, C. K.↗
NASA NTRS2012

SRMS Assisted Docking and Undocking for the Orbiter Repair Maneuver

As part of the Orbiter Repair Maneuver (ORM) planned for Return to Flight (RTF) operations, the Shuttle Remote Manipulator System (SRMS) must undock the Orbiter, maneuver it through a complex trajectory at extremely low rates, present it to an EVA crewman at the end of the Space Station Remote Manipulator System to perform the Thermal Protection System (TPS) repair, and then retrace back through the trajectory to dock the Orbiter with the Orbiter Docking System (ODS). The initial and final segments of this operation involve the interaction between the SRMS, ISS, Orbiter and ODS. Previously, a technique entitled "SRMS assisted docking" for installation of a payload to the ODS had been developed and was utilized for the Russian provided Docking Module on STS-74 during Shuttle-Mir missions and both the Node 1 and FGB elements on STS-88/Flight 2A. This procedure consisted of the SRMS grappling the respective payload, maneuvering it to a pre-install position inches above the ODS Androgynous Peripheral Attachment System (APAS) ring, commanding the SRMS into Test mode (which allows brakes-off motion of the joints), and then down-firing Primary Reaction Control System (PRCS) jets in order to effect a capture of the APAS latches. Once a successful capture had been achieved, then the AP AS was operated through its nominal retraction sequence to complete the mating sequence. While this technique can once again be used for the tail end docking portion of the ORM, the initial undocking of the orbiter and ISS vehicles with the assistance of the SRMS has yet to be attempted on orbit. The objective here is to determine the most efficient means to separate or extract the vehicles. Two techniques were analyzed in support of RTF: (1) the 'nominal' demating from the mated interface, and (2) the SRMS performing the operation (either in an active or passive fashion). In the first operation, the demating process would replicate standard undocking operations, with the exception that the SRMS is allowed to arrest the resulting motion. The second operation would be to extend the APAS ring to a ready to dock position, open the capture latches, and then detach the vehicles using the SRMS either actively or passively. In the active case, the APAS ring is extended and latched, and the SRMS is commanded to pull the two interfaces apart (assuming that the effective pull force of the SRMS can overcome the spec values of the combined latch resistance). In the passive case, the SRMS brakes are engaged and the AP AS mechanism is commanded to retract, pulling the two interfaces apart. Since the emphasis of both STS-74 and STS-88 had solely been on the installation operation, as opposed to the separation operation, two new models required development and incorporation within simulation tools designed to analyze those scenarios. These enhancements included: (1) a detailed demating dynamics model to characterize the pusher spring characteristics during undocking, and (2) contact and mechanical system modeling of the back side of the latches to represent unlatching dynamics. This paper first provides an overview of the Monte-Carlo screening analysis for the installation (both nominal and contingency), including the variation of separation distance, misalignment conditions, SRMS joint/brake parameter characteristics, and PRCS jet combinations and corresponding thrust durations. The resulting 'optimum' solution is presented based on trade studies between predicted capture success and integrated system loads. This paper then discusses the upgrades to the APAS math model associated with the new SRMS assisted undocking technique and reviews simulation results for various options investigated for either the active and passive separation of the ISS from the Orbiter.

Space Station Remote Manipulator System↗
NASA NTRS2019

Optimal Control within the Context of Multidisciplinary Design, Analysis, and Optimization

Multidisciplinary design, analysis and optimization involves modeling the interactions of complex systems across a variety of disciplines. The optimization of such systems can be a computationally expensive exercise with multiple levels of nested nonlinear solvers running under an optimizer.The application of optimal control in project development often involves performing trajectory optimization for fixed vehicle designs or parametric sweeps across some key vehicle properties.This information is then relayed to the subsystem design teams who update their designs and relay some bulk characteristics back to the trajectory optimization procedure.This iteration is then repeated until the design closes.However, with increasing interest in more tightly coupled systems, such as electric and hybrid-electric aircraft propulsion and boundary layer ingestion, this process is prone to ignore subtle coupling between vehicle subsystem designs and vehicle operation on a given mission.Integrating trajectory optimization into a tightly coupled multidisciplinary design procedure can be computationally prohibitive, depending on the complexity of the subsystem analyses and the optimal control technique applied.To address these issues a new optimal control software tool, Dymos, has been developed.Dymos is built upon NASA's OpenMDAO software and can leverage its capabilities to efficiently compute gradients for the optimization and optimize complex models in parallel on distributed memory systems.This report provides some explanation into the numerical methods employed in Dymos and provides several use cases that demonstrate its performance on traditional optimal control problems and improvements ino techniques have been used extensively in recent decades to solve a variety of optimal control problems, typically in the form of aerospace vehicle trajectory optimization.

pseudospectral↗
NASA NTRS1988

Trajectory design for a Mars Rover/Sample Return mission

This paper discusses two of the orbit design problems faced in the design of a Mars Rover/Sample Return mission, which is currently being studied at the Jet Propulsion Laboratory. The first is the problem of interplanetary transfer - what is the best trajectory for getting equipment to Mars and a sample back. Several kinds of trajectories are examined before the conclusion is made that straightforward direct transfers are best. The second orbit design problem is what kind of orbit around Mars is best for making high-resolution maps of sites where the rover could land and gather samples, and how can the same orbiter be used as a relay between a rover on Mars and ground stations on Earth. This question is examined in the context of alternate mission options being considered, and the answer depends on the requirements of the particular mission option.

Sweetser, Theodore H.↗
NASA NTRS2012

Integrated Simulation Design Challenges to Support TPS Repair Operations

During the Orbiter Repair Maneuver (ORM) operations planned for Return to Flight (RTF), the Shuttle Remote Manipulator System (SRMS) must grapple the International Space Station (ISS), undock the Orbiter, maneuver it through a long duration trajectory, and orient it to an EVA crewman poised at the end of the Space Station Remote Manipulator System (SSRMS) to facilitate the repair of the Thermal Protection System (TPS). Once repair has been completed and confirmed, then the SRMS proceeds back through the trajectory to dock the Orbiter to the Orbiter Docking System. In order to support analysis of the complex dynamic interactions of the integrated system formed by the Orbiter, ISS, SRMS, and SSMS during the ORM, simulation tools used for previous ‘nominal’ mission support required substantial enhancements. These upgrades were necessary to provide analysts with the capabilities needed to study integrated system performance. Prevalent throughout this ORM operation is a dynamically varying topology. In other words, the ORM starts with the SRMS grappled to the mated Shuttle/ISS stack (closed loop topology), moves to an open loop chain topology consisting of the Shuttle, SRMS, and ISS, and then, at the repair configuration, extends the chain topology to one consisting of the Shuttle, SMS, ISS, and SSRMS/EVA crewman. The resulting long dynamic chain of vehicles and manipulators may exhibit significant motion between the Shuttle worksite and the EVA crewman due to the system flexibility throughout the topology (particularly within the SRMS/SSRMS joints and links). Since the attachment points of both manipulators span the flexible structure of the ISS, simulation analysis may also need to take that into consideration. Moreover, due to the lengthy time duration associated with the maneuver and repair, orbital effects become a factor and require the ISS vehicle control system to maintain active attitude control. Several facets of the ORM operation make the associated analytical efforts different from previous mission support, including: (1) the magnitude of the SRMS handled payload (Le., Orbiter class), (2) the orbital effects induced on the integrated system consisting of the large Shuttle and ISS masses connected by a light flexible SRMS, (3) long duration environmental consequences due to the lengthy operational times associated with the maneuver and repair of the TPS, (4) active attitude control (as opposed to free drift) interacting with the SRMS and SSRMS manipulators (also due to the length of the maneuver and repair), (5) relative dynamics between the EVA crewman and thc worksite influenced by the extended flexible topology. In order to meet these analysis challenges, an ORM simulation architecture was developed leveraging upon numerous pre-existing simulation elements to analyze the various subsystems individually. For example, core manipulator subsystem simulations for both the SRMS and SSRMS were originally combined to provide the dual-arm dynamics topology simulation (in the absence of orbital dynamics and vehicle control). This capability was later merged with the simulation used to analyze SRMS loading with a heavy payload in the orbital environment with an active payload control system (in this case, the ISS Attitude Control System (ACS)), configured for the ORM. The resulting worksite dynamics simulation, based off of the modified ORM simulation, provided the extended topological chain of vehicles and manipulators, while taking into account the orbital effects of both the Shuttle and ISS (as well as its ACS). Verification and validation (V&V) of these integrated simulations became a challenge in itself. A systematic approach needed to be developed such that integration simulation results could be tested against previous constituent simulations upon which these simulations were built. General V&V categories included: (1) core orbital state propagation, (2), stand-alone SRMS, (3) stand-alone SSRMS, (4) stand-alone ISS ACS, (5) integrated Shuttle, SRMS, ISS (with active ACS) in the orbital environment, and (5) dual-arm SRMS/SSRMS dynamics topology. Integrated simulation V&V run suites were created and correlated to verification runs from subsystem simulations, in order to establish the validity of the results. This paper discusses the simulation design challenges encountered while developing simulation capabilities to mirror the ORM operations. The paper also describes the incremental build approach that was utilized, starting with the subsystem simulation elements and integration into increasing more complex simulations until the resulting ORM worksite dynamics simulation had been assembled. Furthermore, the paper presents an overall integrated simulation V&V methodology based upon a subsystem level testing, integrated comparisons, and phased checkout.

Thermal Protection System↗
NASA NTRS2000

Back to the Future: Consistency-Based Trajectory Tracking

Given a model of a physical process and a sequence of commands and observations received over time, the task of an autonomous controller is to determine the likely states of the process and the actions required to move the process to a desired configuration. We introduce a representation and algorithms for incrementally generating approximate belief states for a restricted but relevant class of partially observable Markov decision processes with very large state spaces. The algorithm presented incrementally generates, rather than revises, an approximate belief state at any point by abstracting and summarizing segments of the likely trajectories of the process. This enables applications to efficiently maintain a partial belief state when it remains consistent with observations and revisit past assumptions about the process' evolution when the belief state is ruled out. The system presented has been implemented and results on examples from the domain of spacecraft control are presented.

Kurien, James↗
DOE OSTI2025

Characterization of Infrasonic Signatures of Earth-Grazing Fireballs as Analogues to Hypersonic Vehicles (Final Report)

Accurate detection, discrimination, and characterization of high-altitude hypersonic events using infrasonic monitoring are critical to planetary defense and global strategic surveillance. This report synthesizes recent advances achieved through rigorous analysis of infrasonic signatures from natural meteoroids, emphasizing shallow entry-angle meteoroids as essentially proxies for artificial hypersonic systems. Meteoroids naturally encompass diverse velocities, trajectories, altitudes, and fragmentation behaviors, enabling systematic validation of empirical period–yield relationships, waveform morphology classifiers, and trajectory-induced back-azimuth deviation models. Integration of adaptive array-processing enhancements within Cardinal software further extends infrasonic detection sensitivity and signal classification reliability. Collectively these advances, based solely on infrasonic signatures or limited optical data, offer robust methodologies for distinguishing natural from artificial hypersonic sources, significantly reducing event geolocation uncertainties and refining source-function determination. The outcomes detailed herein lay foundational groundwork for improved global hypersonic event-surveillance frameworks, supporting improved security preparedness and informing strategic monitoring and defense policies.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1983

Magnetic drifts at Io - Depletion of 10-MeV electrons at Voyager 1 encounter due to a forbidden zone

A model for magnetic field lines is used to track the Voyager spacecraft trajectory past Io back to the equatorial plane in order to determine the cause of an observed depletion of 10 MeV electrons in Io's orbit. The field lines are in the vicinity of an Alfven wing, a noncompressive field perturbation. It is suggested that the Jovian magnetospheric drift features influence the behavior of particles around Io, which also has a zone of reduced convection velocity. An analytical model is developed that demonstrates that a forbidden zone may exist around Io due to the gradient drifts and reduced convection velocity, and projections of particles convecting to the Io surface agree well with the Voyager data for particle concentrations. Discrepancies in the measured 9 MeV fluxes with respect to Pioneer data indicate that a possible change in the Io conductance in the interval between the passages of the two spacecraft.

Goldstein, B. E.↗
NASA NTRS1987

The production of braids in Saturn's F ring

The braided structure noted in Voyager images of the Saturn F ring is presently addressed by two models. In the first, the pattern is generated by a narrow and initially uniform ring's passing of a nearby satellite, followed by an embedded moonlet gravitational acceleration-induced doubling back so that trajectories of the ring particles traverse one end of the classic horseshoe orbit. In the second model, the F ring is composed of two separated strands before the Moon's passage, so that a long braided pattern can be generated by the subsequent drift in relative phase; the embedded moonlet is thereby obviated.

Lissauer, Jack J.↗
NASA NTRS1986

The production of 'braids' in Saturn's F ring

The 'braided' structure noted in Voyager images of the Saturn F ring is presently addressed by two models. In the first, the pattern is generated by a narrow and initially uniform ring's passing of a nearby satellite, followed by an embedded moonlet gravitational acceleration-induced doubling back so that trajectories of the ring particles traverse one end of the classic 'horseshoe' orbit. In the second model, the F ring is composed of two separated strands before the moon's passage, so that a long braided pattern can be generated by the subsequent drift in relative phase; the embedded moonlet is thereby obviated.

Lissauer, J. J.↗
NASA NTRS1988

Synoptic and chemical evolution of the Antarctic vortex in winter and spring, 1987

The dynamical evolution of the vortex at least up to 50 mb is dominated by synoptic scales in the troposphere. In particular, there is a clear response when poleward extension of tropospheric anticyclones from latitudes of 40 and 50 S to 70 and 80 S occurs. This response is evident in isentropic potential vorticity maps, TOMS ozone fields and SAM II polar stratospheric clouds. An important feature of the high latitude Southern Hemisphere lower stratosphere is a transition at potential temperatures in the 390 to 400 K range. This transition, the vortopause, is clearly marked in aircraft profiles of O3, H2O, N2O and ClO at latitudes 68 to 72 S near the Antarctic peninsula, and also cross-sections of potential vorticity and potential temperature; above it, the isopleths are more closely spaced than below it. The aircraft measurements of H2O, O3, NO sub y, N2O, ClO, and whole air data are examined in material coordinates, theta and P sub theta, backed up by trajectory analysis. The evolution of the chemical mixing ratios is examined in these coordinates as a function of time from mid-August to late September. Conclusions are drawn about the rates of change and their causes. The meteorological and aircraft data are examined for evidence of the following kinds of motion with respect to the vortex: ingress of air aloft, subsidence, peeling off of air to lower latitudes, and folding of the vortopause. Conclusions are presented regarding the evidence for a chemical sink of ozone above and below theta = 400 K, and whether the vortex has a mass flow through it, or if the chemical sink operates on a fixed mass of air. Implications for mid-latitudes are briefly considered in the light of the conclusions.

Tuck, A. F.↗
NASA NTRS1997

Atmospheric Transport and Photochemistry of Ozone Over Central Southern Africa During the Southern Africa Fire-Atmosphere Research Initiative

Vertically integrated back and forward trajectories for the 300-200, 700-500 and surface-800 hPa levels are calculated using Pretoria as point of origin for the Southern Africa Fire-Atmosphere Research Initiative (SAFARI) period September-October 1992. The transport fields are then combined to show both horizontal and vertical transport of air to and from Pretoria at the different levels. Air transport patterns in the vertical are linked to the occurrence of absolutely stable layers which are also evident in the 16 ozonesonde profiles recorded at Pretoria during SAFARI. The coherence of the stratification based on dynamical and ozone analysis permits the use of mean ozone profiles with air volume fluxes to interpret the ozone in terms of photochemistry and transport within stable layers. Extensive recirculation across the meridional plane at Pretoria implies that advection of ozone is slow and that photochemistry is responsible for the observed vertical structure over central southern Africa in September and October 1992. Requisite ozone formation rates are supported by model analysis of ozone and ozone precursors measured from SAFARI and Transport and Atmospheric Research Chemistry near the Equator-Atlantic aircraft.

Tyson, P. D.↗
DOE OSTI2024

Constrained Turret Defense with Fixed Final Time

In this paper, we extend existing turret defense differential game formulations involving a turn-constrained turret and mobile agent to include specified final time and a constraint. For the purposes of this analysis, the specified final time may represent some exogenous input, perhaps representing the time at which some other event will take place. As for the constraint, it represents a no-fly zone for the mobile agent. The scenario is formulated as a two-player, zero-sum differential game and solved via the method of characteristics (i.e., back-propagation of equilibrium trajectories). Three different trajectory types make up the solution: trajectories that end with the turret aligned with the mobile agent, trajectories that end with the mobile agent on the constraint boundary, and regular trajectories.

differential game, game theory↗
NASA NTRS1993

Interstellar matter near the Pleiades. IV - The wake of the Pleiades through the interstellar medium in Taurus

A large emission 'cavity' whose bright rims extend about 5 deg eastward from the Pleiades, and is pressurized by the soft-UV radiation of the cluster, has been revealed by a mosaic of IRAS images; the emission cavity delineates the wake of the Pleiades as it moves supersonically through the ISM. Photoelectric heating is identified as the most likely agent of the cluster-cloud interaction generating a shock wave, and prompts the hypothesis that transverse expansion of heated gas near the cluster plays a crucial role in driving the shock. The cloud trajectory can be traced back to an origin in Gould's Belt some 15 Myr ago, in a blowout of gas into the Galactic halo.

White, Richard E.↗
NASA NTRS2007

Experimental Evaluation of an Integrated Datalink and Automation-Based Strategic Trajectory Concept

This paper presents research on the interoperability of trajectory-based automation concepts and technologies with modern Flight Management Systems and datalink communication available on many of today s commercial aircraft. A tight integration of trajectory-based ground automation systems with the aircraft Flight Management System through datalink will enable mid-term and far-term benefits from trajectory-based automation methods. A two-way datalink connection between the trajectory-based automation resident in the Center/TRACON Automation System and the Future Air Navigation System-1 integrated FMS/datalink in NASA Ames B747-400 Level D simulator has been established and extensive simulation of the use of datalink messages to generate strategic trajectories completed. A strategic trajectory is defined as an aircraft deviation needed to solve a conflict or honor a route request and then merge the aircraft back to its nominal preferred trajectory using a single continuous trajectory clearance. Engineers on the ground side of the datalink generated lateral and vertical trajectory clearances and transmitted them to the Flight Management System of the 747; the airborne automation then flew the new trajectory without human intervention, requiring the flight crew only to review and to accept the trajectory. This simulation established the protocols needed for a significant majority of the trajectory change types required to solve a traffic conflict or deviate around weather. This demonstration provides a basis for understanding the requirements for integration of trajectory-based automation with current Flight Management Systems and datalink to support future National Airspace System operations.

Mueller, Eric↗