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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 1,513 records · Page 84
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Evaluation of the Terminal Sequencing and Spacing System for Performance Based Navigation Arrivals

NASA has developed the Terminal Sequencing and Spacing (TSS) system, a suite of advanced arrival management technologies combining timebased scheduling and controller precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals that have both current standard ATC routes and terminal Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. In collaboration with the FAA and MITRE's Center for Advanced Aviation System Development (CAASD), TSS system performance was evaluated in human-in-the-loop (HITL) simulations with currently active controllers as participants. Traffic scenarios had mixed Area Navigation (RNAV) and Required Navigation Performance (RNP) equipage, where the more advanced RNP-equipped aircraft had preferential treatment with a shorter approach option. Simulation results indicate the TSS system achieved benefits by enabling PBN, while maintaining high throughput rates-10% above baseline demand levels. Flight path predictability improved, where path deviation was reduced by 2 NM on average and variance in the downwind leg length was 75% less. Arrivals flew more fuel-efficient descents for longer, spending an average of 39 seconds less in step-down level altitude segments. Self-reported controller workload was reduced, with statistically significant differences at the p less than 0.01 level. The RNP-equipped arrivals were also able to more frequently capitalize on the benefits of being "Best-Equipped, Best- Served" (BEBS), where less vectoring was needed and nearly all RNP approaches were conducted without interruption.

terminal sequencing↗
DOE OSTI2019

Constructing a Network Fundamental Diagram: Synthetic Origin–Destination Approach

The Network Fundamental Diagram (NFD) is significantly used in traffic monitoring and control. One obstacle to a wider application of NFDs in network control is the difficulty of obtaining data from all vehicles traveling in the network to construct an accurate NFD. One solution is to estimate the NFD using data from only a fraction of vehicles (i.e., probe vehicles), where the probe vehicle market penetration rate (MPR) needs to be estimated. A previous study conducted by the authors demonstrated that a distance or time weighted harmonic mean was needed to estimate the flow- and density-based MPRs, respectively using a pairing k-mean clustering approach. This paper introduces another approach that utilizes probe vehicle and observed link volume data to estimate the MPR. A heuristic model is proposed to identify the optimum locations from which to collect link traffic volume data for use in the MPR estimation. The estimated MPR can then be used to construct the NFD. Results show that these models can accurately estimate the NFD with limited probe vehicle and link traffic volume data. Accordingly, the models can be used in the field to estimate the NFD using readily available loop detector and probe vehicle data. The ideal locations for traffic volume data collection can also be proactively chosen to generate optimum estimation results. Since the models proposed here show no significant gains with an increased magnitude of collected data after a certain threshold, they will be helpful, particularly when large-scale data collection is not affordable or realistic.

42 ENGINEERING↗
DOE OSTI2019

CONSTRUCTING A NETWORK FUNDAMENTAL DIAGRAM: A SYNTHETIC ORIGIN-DESTINATION APPROACH

The Network Fundamental Diagram (NFD) is increasingly used in traffic monitoring and control. One obstacle to a wider application of NFDs in network control is the difficulty of obtaining data from all vehicles traveling in the network to construct an accurate NFD. One solution is to estimate the NFD using data from only a fraction of vehicles (i.e., probe vehicles), where the probe vehicle market penetration rate (MPR) needs to be estimated. A previous study conducted by the authors demonstrated that a distance or time weighted harmonic mean was needed to estimate the flow- and density-based MPRs, respectively using a pairing k-mean clustering approach. This paper proposes another approach that utilizes probe vehicle and observed link volume data to estimate the MPR. A heuristic model is proposed to identify the optimum locations from which to collect link traffic volume data for use in the MPR estimation. The estimated MPR can then be used to construct the NFD. Results show that these models can accurately estimate the NFD with limited probe vehicle and link traffic volume data. Accordingly, the models can be used in the field to estimate the NFD using readily available loop detector and probe vehicle data. The ideal locations for traffic volume data collection can also be proactively chosen to generate optimum estimation results. Since the models proposed here show no significant gains with an increased magnitude of collected data after a certain threshold, they will be helpful, particularly when large-scale data collection is not affordable or realistic.

Spatial Analysis, Market Penetration Rate, NFD, Sy↗
NASA NTRS2016

Analysis of Multi-Flight Common Routes for Traffic Flow Management

This paper presents an approach for creating common weather avoidance reroutes for multiple flights and the associated benefits analysis, which is an extension of the single flight advisories generated using the Dynamic Weather Routes (DWR) concept. These multiple flight advisories are implemented in the National Airspace System (NAS) Constraint Evaluation and Notification Tool (NASCENT), a nation-wide simulation environment to generate time- and fuel-saving alternate routes for flights during severe weather events. These single flight advisories are clustered together in the same Center by considering parameters such as a common return capture fix. The clustering helps propose routes called, Multi-Flight Common Routes (MFCR), that avoid weather and other airspace constraints, and save time and fuel. It is expected that these routes would also provide lower workload for traffic managers and controllers since a common route is found for several flights, and presumably the route clearances would be easier and faster. This study was based on 30-days in 2014 and 2015 each, which had most delays attributed to convective weather. The results indicate that many opportunities exist where individual flight routes can be clustered to fly along a common route to save a significant amount of time and fuel, and potentially reducing the amount of coordination needed.

weather uncertainty↗
DOE OSTI2014

Cyber-Physical System Security With Deceptive Virtual Hosts for Industrial Control Networks

A challenge facing industrial control network administrators is protecting the typically large number of connected assets for which they are responsible. These cyber devices may be tightly coupled with the physical processes they control and human induced failures risk dire real-world consequences. Dynamic virtual honeypots are effective tools for observing and attracting network intruder activity. This paper presents a design and implementation for self-configuring honeypots that passively examine control system network traffic and actively adapt to the observed environment. In contrast to prior work in the field, six tools were analyzed for suitability of network entity information gathering. Ettercap, an established network security tool not commonly used in this capacity, outperformed the other tools and was chosen for implementation. Utilizing Ettercap XML output, a novel four-step algorithm was developed for autonomous creation and update of a Honeyd configuration. This algorithm was tested on an existing small campus grid and sensor network by execution of a collaborative usage scenario. Automatically created virtual hosts were deployed in concert with an anomaly behavior (AB) system in an attack scenario. Virtual hosts were automatically configured with unique emulated network stack behaviors for 92% of the targeted devices. The AB system alerted on 100% of the monitored emulated devices.

97 MATHEMATICS AND COMPUTING↗
NASA NTRS2021

UAS Integration in the NAS Flight Test 6: Full Mission Results

Recent standards development efforts for the integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) such as those in RTCA Inc. Special Committee 228 (SC-228) have focused on relatively large UAS transitioning to and from Class A airspace. In an effort to expand the range of vehicle classes that can access the NAS, the NASA UAS Integration in the NAS project has investigated Low Size, Weight, and Power (Low SWaP) technologies that would allow smaller UAS to detect-and-avoid (DAA) traffic. Through batch and human in the loop (HITL) simulation studies, the UAS Integration in the NAS DAA subproject have identified candidate performance standards that would contribute to enabling extended Low SWaP, UAS operations under 10,000 feet. These candidate performance standards include minimum field of regard (FOR) values for Low SWaP air surveillance sensors as well as a DAA well-clear (DWC) definition which can be applied to non-cooperative traffic to reduce the required maneuver initiation range. To test the assumptions of the project’s simulation studies and validate the candidate performance standards, a live flight research event was executed at NASA Armstrong Flight Research Center. The UAS Integration in the NAS Project Flight Test 6 Full Mission sought to characterize UAS pilot responses to traffic conflicts using a representative Low SWAP DAA system in an operational NAS environment. To achieve this, live, virtual and constructive distributed environment (LVC-DE) elements were combined to simulate a sector of Oakland center airspace and induce encounters with a live, manned aircraft. A Navmar Applied Sciences Tigershark XP was used as the UAS ownship and was integrated into the test architecture to enable it to be controlled from a Vigilant Spirit Control Station (VSCS) research ground control station. Qualified UAS pilots were recruited to act as subject pilots under test (SPUT) to control the Tigershark XP in a simulated mission while coordinating with a participating air traffic controller in simulated airspace. The intruder speed, intruder equipage and encounter geometry were varied between six scripted encounters per SPUT. Various metrics were collected including pilot reaction time from the onset of DAA alert, ATC coordination rate, probability and severity of losses of DAA well clear, and subjective ratings of system acceptability. The implications of these results on the development of standards for Low SWAP DAA systems will be discussed.

UAV↗
DOE OSTI2022

Lessons Learned on the Interface Between Quantum and Conventional Networking

The future Quantum Internet is expected to be based on a hybrid architecture with core quantum transport capabilities complemented by conventional networking. Practical and foundational considerations indicate the need for conventional control and data planes that (i) utilize extensive existing telecommunications fiber infrastructure, and (ii) provide parallel conventional data channels needed for quantum networking protocols. We propose a quantum-conventional network (QCN) harness to implement a new architecture to meet these requirements. The QCN control plane carries the control and management traffic, whereas its data plane handles the conventional and quantum data communications. We established a local area QCN connecting three quantum laboratories over dedicated fiber and conventional network connections. We describe considerations and tradeoffs for layering QCN functionalities, informed by our recent quantum entanglement distribution experiments conducted over this network.

Alshowkan, Muneer↗
NASA NTRS1974

Laser data links for communication satellites

Laser data relays potentially offer continuous 1 Gb/sec bandwidths, drastically increasing low-altitude satellite data collection capacity over present store-and-dump techniques. Availability of the laser link as a reliable alternative, operating within conventional low-altitude communication subsystem weight and power allocations, will create customer pressure for adoption. Major communication relay system impacts are discussed including reliability, mechanical design, attitude control, on-board data handling, contamination control, and traffic-net management. Interface parameters which drive the fundamental relay satellite design concepts are discussed, and conditions requiring early quantitative analysis are identified.

Ohern, W. L.↗
NASA NTRS1981

Compressed television transmission: A market survey

NASA's compressed television transmission technology is described, and its potential market is considered; a market that encompasses teleconferencing, remote medical diagnosis, patient monitoring, transit station surveillance, as well as traffic management and control. In addition, current and potential television transmission systems and their costs and potential manufacturers are considered.

Lizak, R. M.↗
NASA NTRS1990

Evolutionary Space Station Guidance Navigation and Control (GN/C) study

The guidance, navigation, and control (GN&C) techniques and equipment to support evolutionary space station concepts were analyzed. Simulations of the evolutionary space station configurations and operational concepts were conducted to analyze the attitude control, reboost, and traffic management accommodation requirements. A summary of the mission concepts, space station configurations, simulation results, and the impact on the baseline GN&C systems are presented.

Kennedy, Jerry↗
NASA NTRS2005

Considerations in the Integration of Small Aircraft Transportation System Higher Volume Operations (SATSHVO) in the National Airspace System (NAS)

The Small Aircraft Transportation System Higher Volume Operations (SATS HVO) concept holds the promise for increased efficiency and throughput at many of the nations under-used airports. This concept allows for concurrent operations at uncontrolled airports that under today s procedures are restricted to one arrival or one departure operation at a time, when current-day IFR separation standards are applied. To allow for concurrent operations, SATS HVO proposes several fundamental changes to today's system. These changes include: creation of dedicated airspace, development of new procedures and communications (phraseologies), and assignment of roles and responsibilities for pilots and controllers, among others. These changes would affect operations on the airborne side (pilot) as well as the groundside (controller and air traffic flow process). The focus of this paper is to discuss some of the issues and potential problems that have been considered in the development of the SATS HVO concept, in particular from the ground side perspective. Reasonable solutions to the issues raised here have been proposed by the SATS HVO team, and are discussed in this paper.

Lohr, Gary W.↗
NASA NTRS2012

Simpler ISS Flight Control Communications and Log Keeping via Social Tools and Techniques

The heart of flight operations control involves a) communicating effectively in real time with other controllers in the room and/or in remote locations and b) tracking significant events, decisions, and rationale to support the next set of decisions, provide a thorough shift handover, and troubleshoot/improve operations. International Space Station (ISS) flight controllers speak with each other via multiple voice circuits or loops, each with a particular purpose and constituency. Controllers monitor and/or respond to several loops concurrently. The primary tracking tools are console logs, typically kept by a single operator and not visible to others in real-time. Information from telemetry, commanding, and planning systems also plays into decision-making. Email is very secondary/tertiary due to timing and archival considerations. Voice communications and log entries supporting ISS operations have increased by orders of magnitude because the number of control centers, flight crew, and payload operations have grown. This paper explores three developmental ground system concepts under development at Johnson Space Center s (JSC) Mission Control Center Houston (MCC-H) and Marshall Space Flight Center s (MSFC) Payload Operations Integration Center (POIC). These concepts could reduce ISS control center voice traffic and console logging yet increase the efficiency and effectiveness of both. The goal of this paper is to kindle further discussion, exploration, and tool development.

Scott, David W.↗
NASA NTRS2012

Integrating the Base of Aircraft Data (BADA) in CTAS Trajectory Synthesizer

The Center-Terminal Radar Approach Control (TRACON) Automation System (CTAS), developed at NASA Ames Research Center for assisting controllers in the management and control of air traffic in the extended terminal area, supports the modeling of more than four hundred aircraft types. However, 90% of them are supported indirectly by mapping them to one of a relatively few aircraft types for which CTAS has detailed drag and engine thrust models. On the other hand, the Base of Aircraft Data (BADA), developed and maintained by Eurocontrol, supports more than 300 aircraft types, about one third of which are directly supported, i.e. they have validated performance data. All these data were made available for CTAS by integrating BADA version 3.8 into CTAS Trajectory Synthesizer (TS). Several validation tools were developed and used to validate the integrated code and to evaluate the accuracy of trajectory predictions generated using CTAS "native" and BADA Aircraft Performance Models (APM) comparing them with radar track data. Results of these comparisons indicate that the two models have different strengths and weaknesses. The BADA APM can improve the accuracy of CTAS predictions at least for some aircraft types, especially small aircraft, and for some flight phases, especially climb.

Abramson, Michael↗
NASA NTRS2016

Spot and Runway Departure Advisor (SARDA)

Spot and Runway Departure Advisor (SARDA) is a decision support tool to assist airline ramp controllers and ATC tower controllers to manage traffic on the airport surface to significantly improve efficiency and predictability in surface operations. The core function of the tool is the runway scheduler which generates an optimal solution for runway sequence and schedule of departure aircraft, which would minimize system delay and maximize runway throughput. The presentation also discusses the latest status of NASA's current surface research through a collaboration with an airline partner, where a tool is developed for airline ramp operators to assist departure pushback operations. The presentation describes the concept of the SARDA tool and results from human-in-the-loop simulations conducted in 2012 for Dallas-Ft. Worth International Airport and 2014 for Charlotte airport ramp tower.

surface management↗
NASA NTRS2014

Overview: Spot and Runway Departure Advisor (SARDA)

Spot and Runway Departure Advisor (SARDA) is a decision support tool to assist airline ramp controllers and ATC tower controllers to manage traffic on the airport surface to significantly improve efficiency and predictability in surface operations. The core function of the tool is the runway scheduler which generates an optimal solution for runway sequence and schedule of departure aircraft, which would minimize system delay and maximize runway throughput. The presentation describes the concept of the SARDA tool and results from human-in-the-loop simulations conducted in 2012 for DallasFt. Worth International Airport. The presentation also explains the latest status of NASA's current surface research through a collaboration with an airline partner. The presentation concludes with a discussion on other on-going as well as future surface research.

decision support tool↗
NASA NTRS2015

Spot and Departure Runway Advisor (SARDA)

Spot and Runway Departure Advisor (SARDA) is a decision support tool to assist airline ramp controllers and ATC tower controllers to manage traffic on the airport surface to significantly improve efficiency and predictability in surface operations. The core function of the tool is the runway scheduler which generates an optimal solution for runway sequence and schedule of departure aircraft, which would minimize system delay and maximize runway throughput. The presentation describes the concept of the SARDA tool and results from human-in-the-loop simulations conducted in 2012 for Dallas-Ft. Worth International Airport. The presentation also discusses the latest status of NASA's current surface research through a collaboration with an airline partner, where a tool is developed for airline ramp operators to assist departure pushback operations.

Departure Schedule↗
DOE OSTI2021

Offline Arterial Signal Timing Optimization based on Virtual Phase Link Model - A Real-world Case Study

Conventional signal timing for arterial usually takes bottom-up approaches. Engineers optimize each individual intersection first and then coordinate them by adjusting the offsets. This work is based on the Virtual Phase-Link (VPL) model, a street traffic model designed for online traffic model predictive control, to obtain a top-down offline arterial signal timing. We Studied the Shallowford Rd. in Chattanooga, TN and found that the inconsistency in intersection capacities along the arterial could lead to some intersections becoming bottlenecks. Signal timing is a significant factor that affect the intersection capacities. We realized that the VPL-based model can guarantee the consistency in intersections along an arterial. We therefore adopted the VPL-based model and developed an offline signal timing optimization approach. The proposed timing derived from the VPL-based offline signal timing optimization showed very good results in simulation. The Chattanooga Department of Transportation adopted the optimized timing obtained from the proposed approach and gave positive feedbacks to the research team. We also collected field experiment data, which demonstrated overall energy reductions and speed improvements on some sections of the Shallowford Rd. arterial. We will continue the experiment when the COVID-19 pandemic impact subsides to have a more robust quantitative evaluation.

Wang, Qichao↗
DOE OSTI2025

Integrating vehicle trajectory planning and arterial traffic management to facilitate eco-approach and departure deployment

Eco-approach and departure (EAD) enable continuous vehicle motion in urban signalized corridors. Since such a motion can extend to the EAD vehicles’ followers, it makes EAD a promising technology to benefit the traffic flow where automated vehicles and conventional vehicles coexist. Most existing EAD studies envision an ideal setting that neglects real-world operational conditions such as lane changes, multi-movement intersection configuration, partially automated fleet, and/or limited traffic state awareness. This study aims to fill the gap by designing an EAD algorithm considering real-world traffic operation constraints. The proposed algorithm uses a model predictive controller to minimize vehicle speed reduction and variation based on the real-time traffic signal control plan and measured queues at the intersection. The required inputs are readily available at many modern intersections. We observed that the proposed controller’s performance might degrade because of lane-changing maneuvers and lead-left turn traffic signals. These observations motivated our development of a lane change management strategy and a signal control implementation strategy to facilitate the EAD implementation. The lane change management strategies separate the EAD operations and lane-changing maneuvers in time and space. The signal control implementation strategy applies lag-left turn signals to enable EAD operation for both the through and left-turn vehicles. Compared to the non-EAD case, our EAD approach produces 2.5% to 7.8% energy savings while keeping similar intersection mobility. Notably, this approach brings about 2.5% to 3.6% energy savings in a 2% CAV case. This result demonstrates the feasibility of deploying EAD at low connected automated vehicle penetration rates.

Arterial corridor management↗