Search NASA⌕ Search

SEARCH · Search NASA

Results for “CAR”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 235 records · Page 13

Safe2Ditch Steer-To-Clear Development and Flight Testing

This paper describes a series of small unmanned aerial system (sUAS) flights performed at NASA Langley Research Center in April and May of 2019 to test a newly added Steer-to-Clear feature for the Safe2Ditch (S2D) prototype system. S2D is an autonomous crash management system for sUAS. Its function is to detect the onset of an emergency for an autonomous vehicle, and to enable that vehicle in distress to execute safe landings to avoid injuring people on the ground or damaging property. Flight tests were conducted at the City Environment Range for Testing Autonomous Integrated Navigation (CERTAIN) range at NASA Langley. Prior testing of S2D focused on rerouting to an alternate ditch site when an occupant was detected in the primary ditch site. For Steer-to-Clear testing, S2D was limited to a single ditch site option to force engagement of the Steer-to-Clear mode. The implementation of Steer-to-Clear for the flight prototype used a simple method to divide the target ditch site into four quadrants. An RC car was driven in circles in one quadrant to simulate an occupant in that ditch site. A simple implementation of Steer-to- Clear was programmed to land in the opposite quadrant to maximize distance to the occupant’s quadrant. A successful mission was tallied when this occurred. Out of nineteen flights, thirteen resulted in successful missions. Data logs from the flight vehicle and the RC car indicated that unsuccessful missions were due to geolocation error between the actual location of the RC car and the derived location of it by the Vision Assisted Landing component of S2D on the flight vehicle. Video data indicated that while the Vision Assisted Landing component reliably identified the location of the ditch site occupant in the image frame, the conversion of the occupant’s location to earth coordinates was sometimes adversely impacted by errors in sensor data needed to perform the transformation. Logged sensor data was analyzed to attempt to identify the primary error sources and their impact on the geolocation accuracy. Three trends were observed in the data evaluation phase. In one trend, errors in geolocation were relatively large at the flight vehicle’s cruise altitude, but reduced as the vehicle descended. This was the expected behavior and was attributed to sensor errors of the inertial measurement unit (IMU). The second trend showed distinct sinusoidal error for the entire descent that did not always reduce with altitude. The third trend showed high scatter in the data, which did not correlate well with altitude. Possible sources of observed error and compensation techniques are discussed.

Petty, Bryan J.↗

Examining Weathering of Magnesite in an Arid Environment: Implications For Jezero Crater

Introduction:Orbiter data indicatethe presence of carbonates in severallocations on the surface of Mars[1],but Jezero crater, landing site of the Perseverancerover,is the only known location where carbonatesap-pear coincident with evidence of fluvialand lacustrineactivity [2].On Earth, carbonates in close proximity to these paleoenvironments mayindicatethe presence of past microbial life,like stromatolites[3], that could re-sult inbiosignatures [2]. However,in other cases,car-bonates can also form throughthe alteration of mafic materialwiththe introductionof carbonic acid[4].Hy-drated magnesites have also been found in evaporative environments along lake shores, and in playas[5,6,7].Correctly interpreting past carbonates on Mars is there-fore critical in the search for past signs of life. In Jezero crater,both thenorthernand western fans haveMg-rich carbonates intermixed with olivine-rich material[8].According to CRISM data, magnesite(MgCO3), along with hydromagnesite(Mg5(CO3)4(OH)2•4H2O), arepotential candidatesfor these Mg-carbonates [2]. Considering the spatial con-text with olivine,there aremultiplepotential explana-tions for the presence ofMg-carbonatesin this locationincludingin-situformation via alterationof olivine-rich materialwith carbonic acid,transportationfrom farther up in the watershed, or precipitation of lacustrine car-bonates[2]. The formation of hydromagnesite rather than magnesite is favored when Mg2+saturated solutions have a high CO32-/HCO3-ratio, which, on Earth, is thought to be caused byinflow of groundwater [4]. Additionally, Mg-carbonates tend to precipitate under high pH condi-tions and are unstable at lower pH conditions [5]. Hy-dromagnesite is stable at atmospheric CO2pressure and temperature conditions common to most Earth surface environments [9]. However, it is subject to transfor-mation to magnesite after dehydration and concomitant brucite formation or dissolution and reprecipitation [10].Previousresearch suggests that hydrated car-bonates, including hydromagnesite, can formas weath-ering productsof mafic minerals in the presenceof H2O and CO2in subfreezing temperatures and would not de-hydrate under Martian atmospheric conditions [11,12].It is critical to understand the formation conditions of Mg-carbonatesbecause of the different implications for the past history of Martian environments. Therefore, in this work we are investigating the weathering of Mg-carbonatesin arid environments to helpbetter understand Mg-carbonates in Jezero crater. Study Area:The Ala-Mar Mines(East and West)near Ely, NVare the site ofmultiple magnesitedepositsfound within a calcareous tuff formationthat overlies Tertiary aged volcanic rocks.Here,magnesiteis formed via the alteration of the calcareous tuff and occurs innodules, veins,and lenses[13]. Previous work suggests magnesite deposits are associated with faults [13]. Within the West Mine, magnesite can be found in two maincontexts: (1) relatively circular zones of cauli-flower-like material found within (2) a more massivelensthat is heavily fractured on the surface.Methods.Samplesof both the cauliflower texture and more massive materialwere collectedat Ala Mar West Mine. Both samples were thenpowdered, sieved and analyzed with an inXitu Terra Portable XRD. The program QualX was used to identify potential mineral phases [14].Both samples were also optically inspected using 10x and 20x hand lenses.Figure 1. XRD patterns for the cauliflower magnesite (top) and massive magnesite (bottom). Ongoing and future work on the samples discussed above includes scanning electron microscopy (SEM), electron microprobe analysis (EMPA), and near-infra-red spectroscopy to determine whether hydromagnesite is present. Separation and analysis of the clay-size frac-tionby XRD will helpto better identify any phyllosili-cate phases present. Results and Discussion:Both textures are a white to light tan with a porcelain luster on weathered sur-faces, along with minor iron staining in some areas. Likewise, both textures are white with a porcelain luster on fresh surfaces. When broken apart, the massive mag-nesite shows macroscopic crystals, unlike the cauli-flower magnesite. XRD analysis shows that both samples have high concentrationsof magnesite with lesser amounts of thecarbonatemineral huntite(Mg3Ca(CO3)4; Figure1).The more massive samplecontainsa serpentine-groupmineral,with lizardite being apotential candidate. The cauliflower sample has several minor peaks that may correspond to hydromagnesite(Figure 1), although more work is needed to confirm this.Additionally, thecauliflower deposits closely resemble hydromagnesite deposits found in southwestern Turkey, formed via mi-crobialites[15].As such, it is likely that moreaqueous alterationor weatheringis occurring at the locations where the cauliflower magnesite is present. However, additional field work will need to be conducted to con-firm this hypothesis. Conclusions and Future Work:Future work will include field mapping of fault locations andadditional samplingof the different magnesite types as well as of the calcareous tuffmaterial.We will also look specifi-cally for potential weathering products of magnesite in this arid location, which may yield important insight into the Mg-carbonates located in Jezero crater. XRD analyses on aPANalytical XRDusing non-ambient stages will be used to investigate the stability of hydro-magnesiteat different humiditiesand temperatures, which has implications for samples to bereturned to Earth in the future. Additionally, thermal and evolved gas analysis of magnesite and hydromagnesite will be compared to results from Gale Craterto help interpret the mineralogy inthat location[16]. The results of this research will further ourunderstanding of carbonate for-mationin volcanic settingsandtheirweathering pro-cessesin arid environments. Acknowledgments:We acknowledge funding for this research from Jacobs Technology at the Johnson Space Center.We would also like to thank Ngoc Luu, Christopher Adcock, Richard Allanson, and the rest of the UNLV Soil Science Teamfor their continued sup-portwith troubleshooting and otherlab work. References:[1] Ehlmann, B.L., and Edwards, C.S. (2014) Annual Review of Earth and Planetary Sci., 42, 291–315. [2] Horgan, B.H.N., et al. (2020) Icarus, 339, 113526. [3] Bosak, T., et al. (2013) Annual Review of Earth and Planetary Sci, 41, 21–44. [4] Pohl, W.L. (1989) Gebriider Borntraege, 28, 1-13. [5] Müller, G., et al. (1972) Die Naturwissenschaften, 59, 158–164. [6] Walter, M.R., et al. (1973) Journal of Sedimentary Pe-trology, 43, 1021–1030. [7] Braithwaite, C.J.R., and Zedef, V. (1994) Sedimentary Geology, 92, 1–5. [8] Goudge, T.A., et al. (2015) JGR: Planets, 120, 775–808. [9] Langmuir, D. (1965) Journal of Geology, 73, 730–754. [10] Zhang, P., et al. (2000) Applied Geo-chem., 286, 1748–1753. [11] Calvin, W.M., et al. (1994) JGR, 99, 14659-14675. [12]Russell, M.J., et al. (1999) Journal of the Geological Society of London, v. 156, p. 869–888. [13] Faust, G.T., and Callaghan, E. (1948) GSA Bulletin, 59, 11–74. [14] Altomare, A., et al. (2015) J. of Applied Crystallography, 48, 598–603. [15] Zedef, V.,et al. (2000) Economic Geology, 95, 429–445. [16] Leshin, L.A. et al., (2013) Science, 341, 1–9

A W Provow↗

Evacuation areas for transportation accidents involving propellant tank pressure bursts

Evacuation areas are defined for those transportation accidents where volatile chemical propellant tanks are exposed to fire in the wreckage and eventually explode with consequent risks from fragments in surrounding populated areas. An evacuation area with a minimum radius of 600 m (2000 ft) is recommended to limit the statistical probability of fatality to one in 100 such accidents. The result was made possible by the derivation of a distribution function of distances reached by fragments from bursting chemical car tanks. Data concerning fragments was obtained from reports or tank car pressure bursts between 1958 and 1971.

Siewert, R. D.↗

Wind power demonstration and siting problems

Technical and economic feasibility studies on a small windmill to provide overnight charging for an electrically driven car are reported. The auxiliary generator provides power for heating and cooling the vehicle which runs for 25 miles on battery power alone, and for 50 miles with the onboard charger operating. The blades for this windmill have a diameter of 12 feet and are coupled through to a conventional automobile alternator so that they are able to completely recharge car batteries in 8 hours. Optimization of a windmill/storage system requires detailed wind velocity information which permits rational sitting of wind power system stations.

Bergey, K. H.↗

Evacuation areas for transportation accidents involving propellant tank pressure bursts

Evacuation areas are defined for those transportation accidents where volatile chemical propellant tanks are exposed to fire in the wreckage and eventually explode with consequent risks from fragments in surrounding populated areas. An evacuation area with a minimum radius of 600 m is recommended to limit the statistical probability of fatality to one in 100 such accidents. The result of this study was made possible by the derivation of a distribution function of distances reached by fragments from bursting chemical car tanks. Data concerning fragments were obtained from reports of tank car pressure bursts between 1958 and 1971.

Siewert, R. D.↗

Track/train dynamics test procedure transfer function test

A transfer function vibration test was made on an 80 ton open hopper freight car in an effort to obtain validation data on the car's nonlinear elastic model. Test configuration, handling, test facilities, test operations, and data acquisition/reduction activities necessary to meet the conditions of test requirements are given.

Vigil, R. A.↗

Computer analysis of railcar vibrations

Computer models and techniques for calculating railcar vibrations are discussed along with criteria for vehicle ride optimization. The effect on vibration of car body structural dynamics, suspension system parameters, vehicle geometry, and wheel and rail excitation are presented. Ride quality vibration data collected on the state-of-the-art car and standard light rail vehicle is compared to computer predictions. The results show that computer analysis of the vehicle can be performed for relatively low cost in short periods of time. The analysis permits optimization of the design as it progresses and minimizes the possibility of excessive vibration on production vehicles.

Vlaminck, R. R.↗

The requirements for batteries for electric vehicles

Analysis of automobile use patterns shows that the battery requirements for an urban car can be met by mid-term battery technology. The far-term technology potentially offers greater range but does not proportionately increase the usefulness of the vehicle. This suggests that emphasis should be shifted toward more modest energy density goals, if such a shift would ease technical problems and allow the use of lower cost materials and construction methods. A technology diffusion model indicates that the impact of the mid-term batteries by the year 2000 would be greater than that of the far-term batteries because of their earlier introduction and nearly equal market potential. From the standpoint of maximizing both the cumulative impact and the benefits derived in the year 2000, however, a strategy of early introduction of near-term and mid-term cars followed by the far-term vehicle would produce the optimum results.

Schwartz, H. J.↗

The requirements for batteries for electric vehicles

The paper reassesses the role of electric vehicles in the modern transportation system and their potential impact on oil consumption. Three major factors determining the size of this impact are discussed: the market potential, the date of introduction, and the rate of consumer acceptance. The strategy of selecting the battery type for an urban car to introduce in coming years is analyzed. The results of the analysis suggest that the research and development emphasis should be placed on near- and mid-term battery technology. From the standpoint of maximizing both the cumulative impact and the benefits derived in the year 2000, however, a strategy of early introduction of near-term and mid-term cars followed by the far-term vehicles seems to produce the optimum result.

Schwartz, H. J.↗

Hybrid propulsion system with a gyro component for economic and dynamic operation

The design of a hybrid drive with gyro components is described and its drive components for a medium class private car are discussed. The gyro component affects the short-period output of the drive by accelerating and slowing down and -- because of the mechanical transfer of kinetic energy between the gyro and the vehicle -- it affects also the energy balance in the case of intermittent operation. Energy can be taken in as desired either in the form of fuel or as fuel and current. A high energy recovery efficiency as well as the favorable operating range of the interval combustion engine makes it possible to reduce the fuel consumption per unit distance travelled to almost half that for a private car with a traditional engine.

Giera, B.↗

Soft X-ray results from the Wisconsin experiment on OSO-8

Design features and capabilities of a soft X-ray instrument aboard OSO 8 are discussed, and results are presented for observations of AM Her, Her X-1, and Eta Car. The observations of AM Her indicate that: (1) the spectrum is composite, with a very steep or very-low-temperature component plus a rather flat or very-high-temperature component; (2) the relative phase of soft X-ray minimum and optical V-band primary minimum has remained stable over the interval between 1975 'high-state' observations and 1976 'low-state' observations; and (3) the times of soft X-ray minima and hard X-ray maxima coincide, to within the accuracy of the observations. For Her X-1, soft X-ray turn-on is found to lag behind hard X-ray turn-on by no more than 3 hr. It is suggested that little or no absorption of the soft X-ray component occurs during the on state by cool gas within the Her X-1 system. A strong source with a spectrum peaked between 0.4 and 1.5 keV has been detected which is consistent with a point source at the position of Eta Car.

Bunner, A. N.↗

Vehicle Steering control: A model of learning

A hierarchy of strategies were postulated to describe the process of learning steering control. Vehicle motion and steering control data were recorded for twelve novices who drove an instrumented car twice a week during and after a driver training course. Car-driver describing functions were calculated, the probable control structure determined, and the driver-alone transfer function modelled. The data suggested that the largest changes in steering control with learning were in the way the driver used the lateral position cue.

Smiley, A.↗

Automotive applications for advanced composite materials

A description is presented of nonaerospace applications for advanced composite materials with special emphasis on the automotive applications. The automotive industry has to satisfy exacting requirements to reduce the average fuel consumption of cars. A feasible approach to accomplish this involves the development of composites cars with a total weight of 2400 pounds and a fuel consumption of 33 miles per gallon. In connection with this possibility, the automotive companies have started to look seriously at composite materials. The aerospace industry has over the past decade accumulated a considerable data base on composite materials and this is being made available to the nonaerospace sector. However, the automotive companies will place prime emphasis on low cost resins which lend themselves to rapid fabrication techniques.

Deutsch, G. C.↗

Effects of tunnel and station size on the costs and service of subway transit systems

The feasibility of less spacious, less costly underground rail mass transit system designs is studied. The major cost saving expected from alternative tunnel designs results from using precast concrete segment liners in place of steel. The saying expected for a two-foot decrease in the diameter of twin, single track tunnels is about two million dollars per route mile from 13 million dollars for precast concrete segment liners (a saving of about 16%). The cost per route-mile of a double track tunnel appears to be 15 to 25% higher than for the twin, single track tunnels. The effective cost saving expected from stations with four-car train capability instead of the usual eight-car trains is nearly 25% or seven million dollars per route mile. The saving in station costs can be obtained while improving service to the user (lower transit time and less waiting for trains) up to a capacity of 36,000 riders per hour in each direction.

Dayman, B., Jr.↗

Fuel economy screening study of advanced automotive gas turbine engines

Fuel economy potentials were calculated and compared among ten turbomachinery configurations. All gas turbine engines were evaluated with a continuously variable transmission in a 1978 compact car. A reference fuel economy was calculated for the car with its conventional spark ignition piston engine and three speed automatic transmission. Two promising engine/transmission combinations, using gasoline, had 55 to 60 percent gains over the reference fuel economy. Fuel economy sensitivities to engine design parameter changes were also calculated for these two combinations.

Klann, J. L.↗

Investigations of coherent anti-Stokes Raman spectroscopy /CARS/ for practical combustion diagnostics

Coherent anti-Stokes Raman spectroscopy (CARS) is a coherent wave-mixing process in which the signal emerges as a laser-like beam in a precise direction. The spectroscopic technique is appropriate to spatially and temporally resolved measurements of temperature and major species concentrations in combustion. It has been generated from all of the dominant constituents in air-fed, hydrogen, and hydrocarbon fueled combustion, and found applicable to practical combustion systems. High pressure effects on CARS spectra have also been examined.

Eckbreth, A. C.↗

Stability analysis of automobile driver steering control

In steering an automobile, the driver must basically control the direction of the car's trajectory (heading angle) and the lateral deviation of the car relative to a delineated pathway. A previously published linear control model of driver steering behavior which is analyzed from a stability point of view is considered. A simple approximate expression for a stability parameter, phase margin, is derived in terms of various driver and vehicle control parameters, and boundaries for stability are discussed. A field test study is reviewed that includes the measurement of driver steering control parameters. Phase margins derived for a range of vehicle characteristics are found to be generally consistent with known adaptive properties of the human operator. The implications of these results are discussed in terms of driver adaptive behavior.

Allen, R. W.↗