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NASA NTRS2009

Advanced Laser Based Measurements in Porous Media Combustion

We present measurements using dual-pump dual-broadband coherent anti-Stokes Raman scattering spectroscopy (DP-DBB-CARS) inside a porous media burner. This work continues our previous measurements in such combustion systems. The existing setup was significantly modified with the aim of providing improved data quality and data rate, reduction of interferences and additional species information. These changes are presented and discussed in detail. The CARS technique was expanded to a dual-pump dual-broadband CARS system which in principle enables acquisition of temperatures together with relative H2/N2- and O2/N2- species concentrations. Experimental complexity was reduced by the use of a modified spectrometer enabling the detection of both signals, vibrational and rotational CARS, with only one detection system.

Tedder, Sarah A.↗

NASA NTRS2010

The Spatially-resolved Interacting Winds of Eta Carinae: Implications on the Orbit Orientation

Medium-dispersion long slit spectra, recorded by HST/STIS (R=8000, Theta=0.l"), resolve the extended wind-wind interaction region of the massive binary, Eta Carinae. During the high state, extending for about five years of the 5.54-year binary period, lines of [N II], [Fe III], [S III], [Ar III] and [Ne III] extend outwards to 0.4" with a velocity range of -500 to +200 km/s. By comparison, lines of [Fe II] and [Ni II] extend to 0.7" with a velocity range of -500 to +500 km/s. During the high state, driven by the lesser wind of Eta Car B and photo-ionized by the FUV of Eta Car B, the high excitation lines originate in or near the outer ballistic portions of the wind-wind interaction region. The lower excitation lines ([Fe II] and [Ni II D originate from the boundary regions of the dominating wind of Eta Car A. As the binary system has an eccentricity exceeding 0.9, the two stars approach quite close across the periastron, estimated to be within 1 to 2 AU. As a result, Eta Car B moves into the primary wind structure, cutting off the FUV supporting the ionization of the high state lines. Forbidden emission lines of the doubly-ionized species disappear, He II 4686 drops along with the collapse of the X-ray flux. This behavior is understood through the 3-D models of A. Okazaki and of E. R. Parkin and Pittard. Discussion will address the orbit orientation relative to the geometry of the Homunculus, ejected by Eta Carinae in the 1840s.

Gull, Theodore R.↗

NASA NTRS2014

Decline of the 2-10 keV Emission from Eta Carinae

Analysis of Eta Car's X-ray spectrum in the 2-10 keV band using processed data from the X-ray Telescope on Swift reveals a peak flux on July 16, 2014 of 0.046 photons s(exp -1) cm(exp -2) (3.37+/-0.15×10(exp -10) ergs s(exp -1) cm(exp -2). This flux is similar to the previous maximum flux seen by the XRT, 3.53+/-0.13×10(exp -10) ergs s(exp -1) cm(exp -2) (0.049 photons s(exp -1) cm(exp -2), ATEL #6298). Since this peak on July 16, the most recent Swift XRT quicklook data show a drop in flux. On July 20, 2014 the XRT flux as seen in the quicklook data was 0.011 photons s(exp -1) cm(exp -2) (8.3+/-0.5×10(exp -11) ergs s(exp -1) cm(exp -2)). This most likely indicates that the 2-10 keV flux is in its declining phase as Eta Car approaches its deep X-ray minimum stage (Hamaguchi et al., 2014, ApJ, 784, 125) associated with periastron passage of the 2024-day binary orbit. The column density derived from analysis of the July 20 XRT quicklook data is 7.2×10(exp 22) cm(exp -2). This is consistent with the column density seen near the same orbital phase in 2003 (7.7×10(exp 22) cm(exp -2), Hamaguchi et al., 2007, ApJ, 663, 522). Eta Car's deep X-ray minimum phase is expected to begin on July 30, 2014. Weekly Swift/XRT observations of Eta Car in the 2-10 keV band are planned throughout the X-ray minimum.

StarAnalysis↗

NASA NTRS1971

Remote coupling of air lines

Bullseye coupler is projected pneumatically from one railroad car at the second car's point of connection. System depends on assumption that inaccuracies in relative position of cars do not exceed certain limits. System is usefull to oil drilling, marine rescue and salvage, nuclear work and chemical plant operations.

Fuchs, C. E.↗

NASA NTRS1975

Track-train dynamics

The purpose of this paper is to outline one of the serious dynamic problems involving railroad cars and to propose an orderly approach to the definition of a dynamic model through analysis and testing that can be used to investigate various fixes. The problem in question is the hunting phenomenon involving lateral instability of the car suspension (trucks). This phenomenon has been recognized as a major contributing factor in a significant number of derailments causing millions of dollars in losses. This paper expounds on the mechanics and characteristics of hunting. The planned solution is outlined as a building block approach directed at formulating a test verified dynamic model of an open hopper freight car-truck assembly. Results obtained to date are presented together with conclusions related to the program.

Abbott, P. W.↗

NASA NTRS1976

Automatic vehicle monitoring

Automatic vehicle monitoring systems are discussed. In a baseline system for highway applications, each vehicle obtains position information through a Loran-C receiver in rural areas and through a 'signpost' or 'proximity' type sensor in urban areas; the vehicle transmits this information to a central station via a communication link. In an advance system, the vehicle carries a receiver for signals emitted by satellites in the Global Positioning System and uses a satellite-aided communication link to the central station. An advanced railroad car monitoring system uses car-mounted labels and sensors for car identification and cargo status; the information is collected by electronic interrogators mounted along the track and transmitted to a central station. It is concluded that automatic vehicle monitoring systems are technically feasible but not economically feasible unless a large market develops.

Bravman, J. S.↗

NASA NTRS1980

JPL's electric and hybrid vehicles project: Project activities and preliminary test results

Efforts to achieve a 100 mile urban range, to reduce petroleum usage 40% to 70%, and to commercialize battery technology are discussed with emphasis on an all plastic body, four passenger car that is flywheel assisted and battery powered, and on an all metal body, four passenger car with front wheel drive and front motor. For the near term case, a parallel hybrid in which the electric motor and the internal combustion engine may directly power the drive wheels, is preferred to a series design. A five passenger car in which the electric motor and the gasoline engine both feed into the same transmission is discussed. Upgraded demonstration vehicles were tested using advanced lead acid, nickel zinc, nickel iron, and zinc chloride batteries to determine maximum acceleration, constant speed, and battery behavior. The near term batteries demonstrated significant improvement relative to current lead acid batteries. The increase in range was due to improved energy density, and ampere hour capacity, with relatively 1 small weight and volume differences.

Barber, T. A.↗

NASA NTRS1988

Mg II line profiles of the Mira S Carinae

High-dispersion IUE observations obtained to investigate the evolution of the shock structure of the Mira S Carinae (S Car) produced, despite very limited phase coverage, a set of five spectra of the Mg II h and k lines. There is significant emission from both the h and k lines at velocities of -150 km/sec relative to the stellar photosphere. The h-to-k ratio of the Mg II doublet remains below the theoretically predicated values of 2:1 to 1:1, and shows a smooth dependence on the optical phase. Archival studies of other Miras (e.g., R Car) indicate that S Car is not unique in possessing unusual and highly variable Mg II h and k line profiles.

Brugel, Edward W.↗

NASA NTRS1990

Spectrophotometry of the shell around AG Carinae

Spatially-resolved long-slit spectrophotometry are presented for two regions of the shell nebula around the P-Cygni variable star AG Carinae. The spectra cover the 3700-6800 A wavelength range. Emission-line diagnostics are used to derive extinction, electron temperatures, and densities for various positions in the nebula. The chemical abundances and ionization structure are calculated and compared with other types of planetary nebulae and shells around other luminous stars. It is found that the N/O and N/S ratios of Ag Car are high compared to solar neighborhood ISM values. The O/H depletion found for the AG Car shell approaches that found in the condensations of the Eta Car system.

Mitra, P. Mila↗

NASA NTRS1988

Interpreting measurements obtained with the cloud absorption radiometer

The software developed for the analysis of data from the Cloud Absorption Radiometer (CAR) is discussed. The CAR is a multichannel radiometer designed to measure the radiation field in the middle of an optically thick cloud (the diffusion domain). It can also measure the surface albedo and escape function. The instrument currently flies on a C-131A aircraft operated by the University of Washington. Most of this data was collected during the First International satellite cloud climatology project Regional Experiment (FIRE) Marine Stratocumulus Intensive Field Observation program off San Diego during July 1987. Earlier flights of the CAR have also been studied.

Source record↗

NASA NTRS1993

Real-time qualitative reasoning for telerobotic systems

This paper discusses the sensor-based telerobotic driving of a car in a-priori unknown environments using 'human-like' reasoning schemes implemented on custom-designed VLSI fuzzy inferencing boards. These boards use the Fuzzy Set theoretic framework to allow very vast (30 kHz) processing of full sets of information that are expressed in qualitative form using membership functions. The sensor-based and fuzzy inferencing system was incorporated on an outdoor test-bed platform to investigate two control modes for driving a car on the basis of very sparse and imprecise range data. In the first mode, the car navigates fully autonomously to a goal specified by the operator, while in the second mode, the system acts as a telerobotic driver's aid providing the driver with linguistic (fuzzy) commands to turn left or right, speed up, slow down, stop, or back up depending on the obstacles perceived by the sensors. Indoor and outdoor experiments with both modes of control are described in which the system uses only three acoustic range (sonar) sensor channels to perceive the environment. Sample results are presented that illustrate the feasibility of developing autonomous navigation modules and robust, safety-enhancing driver's aids for telerobotic systems using the new fuzzy inferencing VLSI hardware and 'human-like' reasoning schemes.

Pin, Eancois G.↗

NASA NTRS1992

Interstellar absorption along the line of sight to Theta Carinae using Copernicus observations

A profile fitting technique is employed to identify the velocities and Doppler b values for H I and H II clouds along the line of sight to Theta Car. Total abundances and depletions for 12 elements, plus column densities for the J = 0 to J = 5 rotational levels of H2 are obtained. Electron densities for both clouds are calculated from the ratios of the fine-structure levels of C II and N II, obtaining 0.08/cu cm and 1.2/cu cm. The fine-structure levels of C I, which led to 120/cu cm, are used to calculate the neutral hydrogen density for the H I region. D I is also present in the data from the Theta Car line of sight, yielding a D/H ratio of 5 x 10 exp -6. Elemental depletions are calculated for the H I region as well. Comparison of the results for Theta Car and those for Zeta Oph and Alpha Vir shows that the absolute depletions are different; however, the relative depletions are remarkably stable for different physical conditions.

Allen, M. M.↗

NASA NTRS1994

Fuzzy logic, neural networks, and soft computing

The past few years have witnessed a rapid growth of interest in a cluster of modes of modeling and computation which may be described collectively as soft computing. The distinguishing characteristic of soft computing is that its primary aims are to achieve tractability, robustness, low cost, and high MIQ (machine intelligence quotient) through an exploitation of the tolerance for imprecision and uncertainty. Thus, in soft computing what is usually sought is an approximate solution to a precisely formulated problem or, more typically, an approximate solution to an imprecisely formulated problem. A simple case in point is the problem of parking a car. Generally, humans can park a car rather easily because the final position of the car is not specified exactly. If it were specified to within, say, a few millimeters and a fraction of a degree, it would take hours or days of maneuvering and precise measurements of distance and angular position to solve the problem. What this simple example points to is the fact that, in general, high precision carries a high cost. The challenge, then, is to exploit the tolerance for imprecision by devising methods of computation which lead to an acceptable solution at low cost. By its nature, soft computing is much closer to human reasoning than the traditional modes of computation. At this juncture, the major components of soft computing are fuzzy logic (FL), neural network theory (NN), and probabilistic reasoning techniques (PR), including genetic algorithms, chaos theory, and part of learning theory. Increasingly, these techniques are used in combination to achieve significant improvement in performance and adaptability. Among the important application areas for soft computing are control systems, expert systems, data compression techniques, image processing, and decision support systems. It may be argued that it is soft computing, rather than the traditional hard computing, that should be viewed as the foundation for artificial intelligence. In the years ahead, this may well become a widely held position.

Zadeh, Lofti A.↗

NASA NTRS1995

Coral Pigments: Quantification Using HPLC and Detection by Remote Sensing

Widespread coral bleaching (loss of pigments of symbiotic dinoflagellates), and the corresponding decline in coral reef health worldwide, mandates the monitoring of coral pigmentation. Samples of the corals Porites compressa and P. lobata were collected from a healthy reef at Puako, Hawaii, and chlorophyll (chl) a, peridinin, and Beta-carotene (Beta-car) were quantified using reverse-phase high performance liquid chromatography (HPLC). Detailed procedures are presented for the extraction of the coral pigments in 90% acetone, and the separation, identification, and quantification of the major zooxanthellar pigments using spectrophotometry and a modification of the HPLC system described by Mantoura and Llewellyn (1983). Beta-apo-8-carotenal was found to be inadequate as in internal standard, due to coelution with chl b and/or chl a allomer in the sample extracts. Improvements are suggested, which may result in better resolution of the major pigments and greater accuracy in quantification. Average concentrations of peridinin, chl a, and Beta-car in corals on the reef were 5.01, 8.59, and 0.29, micro-grams/cm(exp 2), respectively. Average concentrations of peridinin and Beta-car did not differ significantly between the two coral species sampled; however, the mean chl a concentration in P. compressa specimens (7.81 ,micro-grams/cm(exp 2) was significantly lower than that in P. lobata specimens (9.96 11g/cm2). Chl a concentrations determined spectrophotometrically were significantly higher than those generated through HPLC, suggesting that spectrophotometry overestimates chl a concentrations. The average ratio of chl a-to-peridinin concentrations was 1.90, with a large (53%) coefficient of variation and a significant difference between the two species sampled. Additional data are needed before conclusions can be drawn regarding average pigment concentrations in healthy corals and the consistency of the chl a/peridinin ratio. The HPLC pigment concentration values contribute to the limited database of pigment concentrations in healthy corals, from which quantitative definitions of 'healthy' vs. 'bleached' coral may emerge. They also serve as ground-truth, corresponding to fluorescence data collected from the reef at Puako using airborne remote sensing of laser induced fluorescence. Fluorescence spectra from several overflights using the NASA AOL (airborne oceanographic lidar) system show consistent chlorphyll fluorescence peaks around 685 nm, as well as consistence peaks in the 400-600 nm range which may emanate from granules in the coral tissue. These data, along with results from previous studies of coral fluorescence, suggest that remote sensing of laser-induced fluorescence may become a rapid and efficient means of monitoring coral pigmentation and coral reef bleaching.

Cottone, Mary C.↗

NASA NTRS1994

ASU Formula Lightning Race Vehicle Report Prepared for Ohio Aerospace Institute

This report describes the drive system in the Arizona State University Formula Lightning electric race car when it participated in the 1994 Cleveland Electric Formula Classic on 9 July 1994. In addition, the telemetry system used to monitor the car's performance and plans for improving the car's performance are described.

Sirkis, Murray D.↗

NASA NTRS2001

Airborne Spectral Measurements of Surface-Atmosphere Anisotropy for Skukuza and Mongu Sites

The Cloud Absorption Radiometer (CAR) was flown aboard the University of Washington Convair CV-580 research aircraft and took measurements on 23 flights between August 15 and September 16. On 12 of those flights, BRF (bidirectional reflection function) measurements were obtained over different natural surfaces and ecosystems in southern Africa. The BRF measurements were done to characterize surface anisotropy in support of SAFARI 2000 science objectives principally to validate products from NASA's EOS (Earth Observing System) satellites, and to parameterize and validate BRF models. In this paper we present results of BRFs taken over two EOS validation sites: Skukuza tower, South Africa (25.0 S, 31.5 E) and Mongu tower, Zambia (15.4 S, 23.3 E). The CAR is capable of measuring scattered light in fourteen spectral bands. The scan mirror, rotating at 100 rpm, directs the light into a Dall-Kirkham telescope where the beam is split into nine paths. Eight light beams pass through beam splitters, dichroics, and lenses to individual detectors (0.34-1.27 microns), and finally are registered by eight data channels. They are sampled simultaneously and continuously. The ninth beam passes through a spinning filter wheel to an InSb detector cooled by a Stirling cycle cooler. Signals registered by the ninth data channel are selected from among six spectral channels (1.55-2.30 microns). The filter wheel can either cycle through all six spectral bands at a prescribed interval (usually changing filter every fifth scan line), or lock onto any one of the six spectral bands and sample it continuously. To measure the BRF of the surface-atmosphere system, the University of Washington CV-580 had to bank at a comfortable roll angle of approximately 20 degrees and fly in a circle about 3 km in diameter above the surface for roughly two minutes. Replicated observations (multiple circular orbits) were acquired over selected surfaces so that average BRF smooth out small-scale surface and atmospheric inhomogeneities. At an altitude of 600 m above the targeted surface area and with a 1 degree IFOV, the pixel resolution is about 10 m at nadir and about 270 m at an 80 degree viewing angle from the CAR.

Gatebe, C. K.↗

NASA NTRS2001

Airborne spectral Measurements of Surface-Atmosphere Anisotropy for Several Surfaces and Ecosystem over Southern Africa

The Cloud Absorption Radiometer (CAR) was flown aboard the University of Washington Convair CV-580 research aircraft and took measurements on 23 flights between August 15 and September 16. On 12 of those flights, BRF measurements were obtained over different natural surfaces and ecosystem in southern Africa. The BRF measurements were done to characterize surface anisotropy in support of SAFARI 2000 science objectives principally to validate products from NASA's EOS satellites, and to parameterize and validate BRF models. In this paper we present results of BRFs taken over two EOS validation sites: Skukuza tower, South Africa (25.0 deg S, 31.5 deg E) and Mongu tower, Zambia (15.4 deg S, 23.3 deg E). Additional sites are also considered and include, Maun tower, Botswana (20.0 deg S, 23.5 deg E), Sowa Pan, Botswana (20.6 deg S, 26.2 deg E) and Etosha Pan, Namibia (19.0 deg S, 16.0 deg E). The CAR is capable of measuring scattered light in fourteen spectral bands. The scan mirror, rotating at 100 rpm, directs the light into a Dall-Kirkham telescope where the beam is split into nine paths. Eight light beams pass through beam splitters, dichroics, and lenses to individual detectors (0.34-1.27 micrometers), and finally are registered by eight data channels. They are sampled simultaneously and continuously. The ninth beam passes through a spinning filter wheel to an InSb detector cooled by a Stirling cycle cooler. Signals registered by the ninth data channel are selected from among six spectral channels (1.55-2.30 micrometers). The filter wheel can either cycle through all six spectral bands at a prescribed interval (usually changing filter every fifth scan line), or lock onto any one of the six spectral bands and sample it continuously. To measure the BRF of the surface-atmosphere system, the University of Washington CV-580 had to bank at a comfortable roll angle of approximately 20 degrees and fly in a circle about 3 km in diameter above the surface for roughly two minutes. Replicated observations (multiple circular orbits) were acquired over selected surfaces so that average BRF smooth out small-scale surface and atmospheric inhomogeneities. At an altitude of 600 m above the targeted surface area and with a 1 deg IFOV, the pixel resolution is about 10 m at nadir and about 270 m at an 80 deg viewing angle from the CAR.

Gatebe, Charles K.↗

NASA NTRS2002

Airborne Spectral Measurements of Ocean Anisotropy during CLAMS

The Cloud Absorption Radiometer (CAR) aboard the University of Washington Convair CV-580 research aircraft obtained bidirectional reflectance-distribution function (BRDF) of Atlantic Ocean and Dismal Swamp between July 10 and August 2, 2001. The BRDF measurements (15 in total, 8 uncontaminated by clouds) obtained under a variety of sun angles and wind conditions, will be used to characterize ocean anisotropy in support of Chesapeake Lighthouse and Aircraft Measurements for Satellites (CLAMS) science objectives principally to validate products from NASA's EOS satellites, and to parameterize and validate BRDF models of the ocean. In this paper we present results of BRDF of the Ocean under different sun angles and wind conditions. The CAR is capable of measuring scattered light in fourteen spectral bands. The scan mirror, rotating at 100 rpm, directs the light into a Dall-Kirkham telescope where the beam is split into nine paths. Eight light beams pass through beam splitters, dichroics, and lenses to individual detectors (0.34-1.27 micron), and finally are registered by eight data channels. They are sampled simultaneously and continuously. The ninth beam passes through a spinning filter wheel to an InSb detector cooled by a Stirling cycle cooler. Signals registered by the ninth data channel are selected from among six spectral channels (1.55-2.30 micron). The filter wheel can either cycle through all six spectral bands at a prescribed interval (usually changing filter every fifth scan line), or lock onto any one of the six spectral bands and sample it continuously. To measure the BRF of the surface-atmosphere system, the University of Washington CV-580 had to fly in a circle about 3 km in diameter above the surface for roughly two minutes. Replicated observations (multiple circular orbits) were acquired over selected surfaces so that average BRF smooth out small-scale surface and atmospheric inhomogeneities. At an altitude of 600 m above the targeted surface area and with a 1 degree IFOV, the pixel resolution is about 10 m at nadir and about 270 m at an 80 deg. viewing angle from the CAR.

Gatebe, C. K.↗