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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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45 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

COBE limits on explosive structure formation scenarios

The Compton y-distortion that would result from an epoch of explosions at moderate redshifts is estimated and compared to recent measurements of the CBR spectrum made by the COBE satellite. The temperature anisotropy on large angular scales is estimated, and it is found that in general the limits on the overall spectral distortion are more constraining than those on the temperature anisotropy. It is found that most of the y-distortion is produced during the early, noncosmological phase of bubble evolution. An expression is obtained for the y-distortion including the effects of Compton cooling. The implications of the findings are discussed.

Levin, Janna J.↗
NASA NTRS1992

CABINS: Case-based interactive scheduler

In this paper we discuss the need for interactive factory schedule repair and improvement, and we identify case-based reasoning (CBR) as an appropriate methodology. Case-based reasoning is the problem solving paradigm that relies on a memory for past problem solving experiences (cases) to guide current problem solving. Cases similar to the current case are retrieved from the case memory, and similarities and differences of the current case to past cases are identified. Then a best case is selected, and its repair plan is adapted to fit the current problem description. If a repair solution fails, an explanation for the failure is stored along with the case in memory, so that the user can avoid repeating similar failures in the future. So far we have identified a number of repair strategies and tactics for factory scheduling and have implemented a part of our approach in a prototype system, called CABINS. As a future work, we are going to scale up CABINS to evaluate its usefulness in a real manufacturing environment.

Miyashita, Kazuo↗
NASA NTRS1993

A prototype case-based reasoning human assistant for space crew assessment and mission management

We present a prototype human assistant system for space crew assessment and mission management. Our system is based on case episodes from American and Russian space missions and analog environments such as polar stations and undersea habitats. The general domain of small groups in isolated and confined environments represents a near ideal application area for case-based reasoning (CBR) - there are few reliable rules to follow, and most domain knowledge is in the form of cases. We define the problem domain and outline a unique knowledge representation system driven by conflict and communication triggers. The prototype system is able to represent, index, and retrieve case studies of human performance. We index by social, behavioral, and environmental factors. We present the problem domain, our current implementation, our research approach for an operational system, and prototype performance and results.

Owen, Robert B.↗
NASA NTRS1994

Second-order reconstruction of the inflationary potential

To first order in the deviation from scale invariance the inflationary potential and its first two derivatives can be expressed in terms of the spectral indices of the scalar and tensor perturbations, n and n(sub T), and their contributions to the variance of the quadrupole CBR temperature anisotropy, S and T. In addition, there is a 'consistency relation' between these quantities: n(sub T) = (-1/ 7)(T/S). We derive the second-order expressions for the inflationary potential and its first two derivatives and the first-order expression for its third derivative, in terms, of n, n(sub T), S, T, and dn/d ln gamma. We also obtain the second-order consistency relation, n(sub T) = (-1/7)(T/S)(1 + 0.11(T/S) + 0.15(n-1)). As an example we consider the exponential potential, the only known case where exact analytic solutions for the perturbation spectra exist. We reconstruct the potential via Taylor expansion (with coefficients calculated at both first and second order), and introduce the Pade approximate as a greatly improved alternative.

Liddle, Andrew R.↗
NASA NTRS1994

Graphite intercalation compound with iodine as the major intercalate

Halogenated graphite CBr(x)I(y) (I less than y/x less than 10) was made by exposing graphite materials to either pure Br2 or an I2/Br2/HBr mixture to initiate the reaction, and then to iodine vapor containing a small amount of Br2/HBr/IBr to complete the intercalation reaction. Wetting of the graphite materials by the I2/Br2/HBr mixture is needed to start the reaction, and a small amount of Br2/HBr/IBr is needed to complete the charge transfer between iodine and carbon. The interplanar spacings for the graphite materials need to be in the 3.35 to 3.41 A range. The X-ray diffraction data obtained from the halogenated HOPG indicate that the distance between the two carbon layers containing intercalate is 7.25 A. Electrical resistivity of the fiber product is from 3 to 6.5 times the pristine value, The presence of a small amount of isoprene rubber in the reaction significantly increased the iodine-to-bromine ratio in the product. In this reaction, rubber is known to generate HBr and to slowly remove bromine from the vapor. The halogenation generally caused a 22 percent to 25 percent weight increase. The halogens were found uniformly distributed in the product interior. However, although the surface contains very little iodine, it has high concentrations of bromine and oxygen. It is believed that the high concentrations of bromine and oxygen in this surface cause the halogenated fiber to be more resistant to structural damage during subsequent fluorination to fabricate graphite fluoride fibers.

Hung, Ching-Cheh↗
NASA NTRS1996

Design of Composite Structures Using Knowledge-Based and Case Based Reasoning

A method of using knowledge based and case based reasoning to assist designers during conceptual design tasks of composite structures was proposed. The cooperative use of heuristics, procedural knowledge, and previous similar design cases suggests a potential reduction in design cycle time and ultimately product lead time. The hypothesis of this work is that the design process of composite structures can be improved by using Case-Based Reasoning (CBR) and Knowledge-Based (KB) reasoning in the early design stages. The technique of using knowledge-based and case-based reasoning facilitates the gathering of disparate information into one location that is easily and readily available. The method suggests that the inclusion of downstream life-cycle issues into the conceptual design phase reduces potential of defective, and sub-optimal composite structures. Three industry experts were interviewed extensively. The experts provided design rules, previous design cases, and test problems. A Knowledge Based Reasoning system was developed using the CLIPS (C Language Interpretive Procedural System) environment and a Case Based Reasoning System was developed using the Design Memory Utility For Sharing Experiences (MUSE) xviii environment. A Design Characteristic State (DCS) was used to document the design specifications, constraints, and problem areas using attribute-value pair relationships. The DCS provided consistent design information between the knowledge base and case base. Results indicated that the use of knowledge based and case based reasoning provided a robust design environment for composite structures. The knowledge base provided design guidance from well defined rules and procedural knowledge. The case base provided suggestions on design and manufacturing techniques based on previous similar designs and warnings of potential problems and pitfalls. The case base complemented the knowledge base and extended the problem solving capability beyond the existence of limited well defined rules. The findings indicated that the technique is most effective when used as a design aid and not as a tool to totally automate the composites design process. Other areas of application and implications for future research are discussed.

Lambright, Jonathan Paul↗
NASA NTRS2001

Case-Based Capture and Reuse of Aerospace Design Rationale

The goal of this project was to apply artificial intelligence techniques to facilitate capture and reuse of aerospace design rationale. The project combined case-based reasoning (CBR) and concept maps (CMaps) to develop methods for capturing, organizing, and interactively accessing records of experiences encapsulating the methods and rationale underlying expert aerospace design, in order to bring the captured knowledge to bear to support future reasoning. The project's results contribute both principles and methods for effective design-aiding systems that aid capture and access of useful design knowledge. The project has been guided by the tenets that design-aiding systems must: (1) Leverage a designer's knowledge, rather than attempting to replace it; (2) Be able to reflect different designers' differing conceptualizations of the design task, and to clarify those conceptualizations to others; (3) Include capabilities to capture information both by interactive knowledge modeling and during normal use; and (4) Integrate into normal designer tasks as naturally and unobtrusive as possible.

Leake, David B.↗
NASA NTRS2022

National Campaign (NC)-1 Strategic Conflict Management Simulation (X4) Final Report

Urban Air Mobility (UAM) enables highly automated, cooperative, passenger or cargo-carrying air transportation services in and around urban areas. UAM is a subset of the Advanced Air Mobility (AAM) concept under development by the National Aeronautics and Space Administration (NASA), the Federal Aviation Administration (FAA), and industry. The Strategic Conflict Management (SCM) Simulation, dubbed “X4”, was conducted between July 2021 and June 2022 by NASA with the FAA and industry to evolve the Provider of Services for UAM (PSU) that will be needed to ensure initial UAM operations can scale in the National Airspace System (NAS). The FAA UAM Concept of Operations (ConOps) v1 [1] served as an initial guiding document for the X4 airspace management system design to ensure the architecture supports testing of services provided by third-party service providers. To that end, the X4 architecture leveraged concepts and technologies developed for Unmanned Aircraft System (UAS) Traffic Management (UTM) while also developing and testing new capabilities and services needed for UAM. The architecture included an initial prototype of the FAA-Industry Exchange Protocol (FIDXP), third-party services such as the PSUs, and Discovery and Synchronization Service (DSS), and other new services such as Demand-Capacity Balancing (DCB) to facilitate UAM strategic conflict management. During X4, NASA led discussions and collaborated with seven industry airspace partners to develop initial airspace management concepts for UAM that drove what would be tested and evaluated during the simulations. The initial capabilities defined for PSU leveraged UTM UAS Service Supplier (USS) as a starting point and evolved to meet UAM requirements. These discussions were also an opportunity for NASA to collaborate with industry to develop a set of initial Community-Based Rules (CBRs). These CBRs enabled how UAM traffic would be cooperatively managed among UAM operators. The collaborative, iterative process of developing CBRs with industry during X4 provided insight into the challenges involved and identified the need for a suitable and effective forum for future CBR development. In parallel with these discussions, NASA conducted a series of seven software sprints and two collaborative simulations with the airspace partners that built up in complexity. Over the course of the year, all seven partners successfully completed all the sprints by demonstrating the required capabilities. They also participated in the two collaborative simulations to demonstrate how multiple PSUs could work together in a collaborative, more complex environment with higher traffic density. The X4 simulation accomplished NASA's objectives and helped advance the development of the seven participating PSUs. The lessons learned provided insight into key elements of the UAM Notional Architecture from the FAA ConOps v1 [1] and UTM technologies when applied to UAM: - Having a Concept of Use (ConUse) defined prior to the activity would accelerate the time and effort from concept development to testing. - While the UAM Notional Architecture provided a starting point for a federated architecture that support services provided by third-party providers, the USS and PSU differed in their capability definitions for operational intent submission and sharing, conformance monitoring, airspace authorization, strategic conflict management, airspace constraints and dynamic replanning. - While existing DSS developed for UTM provided a way for PSU and other UAM services (such as DCB) to discover relevant operations from each other, additional complexity and challenges were found during X4 testing and illuminated the need for a more suitable solution for UAM. Industry can leverage the results of this demonstration to accelerate UAM requirements, CBRs, and standards development. The FAA and other government municipalities and agencies will be able to leverage results to inform future policies and identify additional gaps that require further analysis, moving toward operationalization of UAM.

Urban Air Mobility↗
NASA NTRS2022

UAM Research – X4: Introduction to Community Based Rules (CBRs)

Recent advances in technology have enabled industry development of new and innovative vehicle types, offering lower operating costs and highly automated functionality that facilitates the introduction of new types of operations. These include low-altitude airspace operations with small Unmanned Aircraft Systems (UASs), short distance urban and intercity operations, and high- altitude Upper Class E operations. These and other new operations are expected to result in a much higher operational tempo than is currently experienced across the National Airspace System (NAS). The projected increase in operations, as well as the introduction of new aircraft form factors and supporting technologies—including increasing autonomy—will present challenges to the existing Air Traffic Management (ATM) system, which is currently unable to cost-effectively scale and deliver needed services. In response to these challenges and opportunities, a highly automated, cooperative environment incorporating a federated network has been envisioned and described through multiple operational concepts, depicting the future operating environment as part of the NAS. Foundational to the success of this future operating environment is the establishment of common business rules and understandings across relevant stakeholders, referred to as Community Based Rules (CBRs). Development, adoption, and implementation of CBRs will require collaboration across multiple stakeholders, including operators, support services (industry), and the Federal Aviation Administration (FAA), to identify and resolve a broad range of questions and challenges. Examples of these questions include “what rules are needed?”, “how are they expressed?”, and “how will they be managed?” This document identifies and describes an initial set of questions and considerations to be examined as efforts begin to create the innovative, automated, cooperative operating environment of the future. The goal is to establish a common frame of reference to support discussions and decisions regarding the future implementation of CBRs as part of the NAS.

Community Based Rules↗