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Viewgraphs on fuzzy control/space station automation are presented. Topics covered include: Space Station Freedom (SSF); SSF evolution; factors pointing to automation & robotics (A&R); astronaut office inputs concerning A&R; flight system automation and ground operations applications; transition definition program; and advanced automation software tools.
The design of an improved and enclosed Automated Mixed Traffic Transit (AMTT) vehicle is described. AMTT is an innovative concept for low-speed tram-type transit in which suitable vehicles are equipped with sensors and controls to permit them to operate in an automated mode on existing road or walkway surfaces. The vehicle chassis and body design are presented in terms of sketches and photographs. The functional design of the sensing and control system is presented, and modifications which could be made to the baseline design for improved performance, in particular to incorporate a 20-mph capability, are also discussed. The vehicle system is described at the block-diagram-level of detail. Specifications and parameter values are given where available.
As part of an ongoing research effort on separation assurance and functional allocation in NextGen, a controller- in-the-loop study with ground-based automation was conducted at NASA Ames' Airspace Operations Laboratory in August 2012 to investigate the potential impact of introducing self-separating aircraft in progressively advanced NextGen timeframes. From this larger study, the current exploratory analysis of controller-automation interaction styles focuses on the last and most far-term time frame. Measurements were recorded that firstly verified the continued operational validity of this iteration of the ground-based functional allocation automation concept in forecast traffic densities up to 2x that of current day high altitude en-route sectors. Additionally, with greater levels of fully automated conflict detection and resolution as well as the introduction of intervention functionality, objective and subjective analyses showed a range of passive to active controller- automation interaction styles between the participants. Not only did the controllers work with the automation to meet their safety and capacity goals in the simulated future NextGen timeframe, they did so in different ways and with different attitudes of trust/use of the automation. Taken as a whole, the results showed that the prototyped controller-automation functional allocation framework was very flexible and successful overall.
Shared fleets of fully automated vehicles (SAVs) coupled with real-time ride-sharing to and from transit stations are of interest to cities and nations in delivering more sustainable transportation systems. By providing first-mile last-mile (FMLM) connections to key transit stations, SAVs can replace walk-to-transit, drive-to-transit, and drive-only trips. Using the SUMO (Simulation of Urban MObility) toolkit, this paper examines mode splits, wait times, and other system features by micro-simulating two fleets of SAVs providing an FMLM ride-sharing service to 10% of central Austin’s trip-makers near five light-rail transit stations. These trips either start or end within two geofenced areas (called automated mobility districts [AMDs]), and travel time and wait time feedbacks affect mode choices. With rail service headways of 15?min, and 15 SAVs serving FMLM connections to and from each AMD, simulations predict that 3.7% of the person-trip-making will shift from driving alone to transit use in a 3?mi?×?6?mi central Austin area. During a 3-h morning peak, 30 SAVs serve about 10 person-trips each (to or from the stations), with 3.4?min average wait time for SAVs, and an average vehicle occupancy of 0.74 persons (per SAV mile-traveled), as a result of empty SAV driving between riders. Sensitivity analysis of transit headways (from 5 to 20?min) and fleet sizes (from 5 to 20 vehicles in each AMD) shows an increase in FMLM mode share with more frequent transit service and larger fleet size, but total travel time served as the biggest determinant in trip-makers’ mode share.
Predicting the onset of boundary-layer transition is often more accurate using physics-based models that directly compute disturbance growth rather than phenomenological models often implemented into industrial CFD codes. The aim of this ongoing study is to calibrate linear, physics-based computations of transition in subsonic flows over swept wings against a large set of experimental data. Advancing the calibration of linear models of transition contributes to the CFD-Vision-2030 goal of automated boundary-layer transition prediction. This progress report uses the dual N-factor method to model transition over the swept NACA 64-2-015A wing. The flow conditions match selected test conditions from an extensive experimental dataset acquired from the NASA Ames 12-ft Pressure Tunnel. The OVERFLOW 2.4b flow solver is used to obtain laminar basic states based on an infinite-span assumption. Stability analyses are performed on 365 distinct configurations with linear stability theory (LST) and parabolized stability equations (PSE) from the Langley Stability and Transition Analysis Codes (LASTRAC), modeling the growth of Tollmien-Schlichting (TS) and stationary crossflow (SCF) disturbances. From a total of 67 data points for unswept, i.e., TS-dominant configurations, the critical N-factor based on PSE is found to be N_TS = 9. The SCF critical N-factor is found to be near 8 for the highly swept, SCF-dominant configurations. Dual N-factor curves for both LST and PSE computations demonstrate a high level of interaction between TS and SCF. It may be worthwhile to investigate an alternate metric to visualize maximal SCF amplification upstream of the transition location to account for the growth of SCF modes near the leading edge, which is not considered in the conventional applications of the dual N-factor criterion.
Predicting the onset of boundary-layer transition is often more accurate using physics-based models that directly compute disturbance growth rather than phenomenological models often implemented into industrial CFD codes. The aim of this ongoing study is to calibrate linear, physics-based computations of transition in subsonic flows over swept wings against a large set of experimental data. Advancing the calibration of linear models of transition contributes to the CFD-Vision-2030 goal of automated boundary-layer transition prediction. This progress report uses the dual N-factor method to model transition over the swept NACA 64-2-015A wing. The flow conditions match selected test conditions from an extensive experimental dataset acquired from the NASA Ames 12-ft Pressure Tunnel. The OVERFLOW 2.4b flow solver is used to obtain laminar basic states based on an infinite-span assumption. Stability analyses are performed on 365 distinct configurations with linear stability theory (LST) and parabolized stability equations (PSE) from the Langley Stability and Transition Analysis Codes (LASTRAC), modeling the growth of Tollmien-Schlichting (TS) and stationary crossflow (SCF) disturbances. From a total of 67 data points for unswept, i.e., TS-dominant configurations, the critical N-factor based on PSE is found to be N_TS = 9. The SCF critical N-factor is found to be near 8 for the highly swept, SCF-dominant configurations. Dual N-factor curves for both LST and PSE computations demonstrate a high level of interaction between TS and SCF. It may be worthwhile to investigate an alternate metric to visualize maximal SCF amplification upstream of the transition location to account for the growth of SCF modes near the leading edge, which is not considered in the conventional applications of the dual N-factor criterion.
Presented here is a novel automated method for determining the trace element composition of bulk thorium by inductively coupled plasma–optical emission spectroscopy (ICP-OES). ICP-OES is a universal approach for measuring the trace elemental impurities present in actinide-rich materials; however, due to the emission rich spectrum of the actinide, a separation from the trace elements is warranted for spectrochemical analysis. Here, AG MP-1 ion exchange resin was utilized for retention of the Th matrix, while allowing the trace element impurities to be separated prior to subsequent analysis using ICP-OES. After demonstrating the separation on traditional gravity-driven columns, the methodology was transitioned to an automated platform for comparison. This automated platform utilizes syringe-driven sample and solvent flow and can collect the trace element and thorium fractions in separate locations. Finally, while reducing the sample size (500 µL, 1.5 mg of Th), maintaining the overall separation efficiency (recoveries >95%), and illustrating the sample throughput ability (n = 10+), this automated methodology could be readily adopted to nuclear facilities in which the determination of trace elemental impurities in Th samples is warranted.
The development of high-fidelity mechanisms for chemically reactive systems is a challenging process that requires the compilation of rate descriptions for a large and somewhat ill-defined set of reactions. The present unified combination of modeling, experiment, and theory provides a paradigm for improving such mechanism development efforts. Here we combine broadband rotational spectroscopy with detailed chemical modeling based on rate constants obtained from automated ab initio transition state theory-based master equation calculations and high-level thermochemical parametrizations. Broadband rotational spectroscopy offers quantitative and isomer-specific detection by which branching ratios of polar reaction products may be obtained. Using this technique, we observe and characterize products arising from H atom substitution reactions in the flash pyrolysis of acetone (CH 3 C(O)CH 3 ) at a nominal temperature of 1800 K. The major product observed is ketene (CH 2 CO). Minor products identified include acetaldehyde (CH 3 CHO), propyne (CH 3 CCH), propene (CH 2 CHCH 3 ), and water (HDO). Literature mechanisms for the pyrolysis of acetone do not adequately describe the minor products. The inclusion of a variety of substitution reactions, with rate constants and thermochemistry obtained from automated ab initio kinetics predictions and Active Thermochemical Tables analyses, demonstrates an important role for such processes. Furthermore, the pathway to acetaldehyde is shown to be a direct result of substitution of acetone's methyl group by a free H atom, while propene formation arises from OH substitution in the enol form of acetone by a free H atom.
The National Renewable Energy Laboratory (NREL) uses the Mobility Energy Productivity (MEP) as a metric and a lens to guide applied research into high performance public mobility. In the current initiative to abate global warming, the US needs not only zero-emission vehicles in the transit fleet (such as buses and shuttles) but also time- and cost-effective services to connect people with goods, services and employment toward a high-quality of life. Our current transportation system is overly dependent on personally-owned automobiles for high quality mobility, with public modes being less viable in many areas. Simply electrifying the drivetrains of existing public transit modes will fail to improve the quality of mobility for those that do not have access to private automobiles. The slow rebound by transit from the pandemic reveals the need to reinvent public transit service. Using the MEP lens, NREL researchers have tracked various novel developments in the public mobility space, with the confluence of shared, on-demand transit (ODT) services using light duty vehicles emerging as a key enabler of high-efficiency public mobility. Deployments such as those in Arlington, TX, Dallas, TX, Fort Erie, ON, and Innisfil, ON showcase the use of fleets of light-duty vehicles as the basis for community circulation and first/last mile to intra-regional transit. ODT services have demonstrated improvements in being more time efficient for riders, more energy efficient in operation (even before the introduction of fully electric vehicles), as well as being cost effective. It appears that aspects of the long-awaited promise of Personal Rapid Transit from the 1970s are beginning to be realized through ODT deployments, leveraging transportation network company (TNC) logistics, popularized by Uber and Lyft, but applied to public mobility. Currently, manually driven ODT operations are already cost competitive with traditional transit systems on a cost per ride basis, and full automation promises to reduce costs by 50% while providing additional safety and verified customer service. Connecting these ODT systems with efficient and effective intra-regional backbone transit service is the next step, with transit agencies like DART providing early results. This discussion will walk through the evidence for this postulated outcome and show results from a series of case-studies.
A new sweep-search algorithm (SSA) is developed and tested to identify the channel geometry transitions responsible for numerical convergence failure in a Saint-Venant equation (SVE) simulation of a large-scale open-channel network. Numerical instabilities are known to occur at “sharp” transitions in discrete geometry, but the identification of problem locations has been a matter of modeler’s art and a roadblock to implementing large-scale SVE simulations. The new method implements techniques from graph theory applied to a steady-state 1D shallow-water equation solver to recursively examine the numerical stability of each flowpath through the channel network. The SSA is validated with a short river reach and tested by the simulation of ten complete river systems of the Texas–Gulf Coast region by using the extreme hydrological conditions recorded during hurricane Harvey. The SSA successfully identified the problematic channel sections in all tested river systems. Subsequent modification of the problem sections allowed stable solution by an unsteady SVE numerical solver. The new SSA approach permits automated and consistent identification of problem channel geometry in large open-channel network data sets, which is necessary to effectively apply the fully dynamic Saint-Venant equations to large-scale river networks or for city-wide stormwater networks.
The open-source statistical mechanics software described here, Arkane–Automated Reaction Kinetics and Network Exploration–facilitates computations of thermodynamic properties of chemical species, high-pressure limit reaction rate coefficients, and pressure-dependent rate coefficient over multi-well molecular potential energy surfaces (PES) including the effects of collisional energy transfer on phenomenological kinetics. Arkane can use estimates to fill in information for molecules or reactions where quantum chemistry information is missing. The software solves the internal energy master equation for complex unimolecular reaction systems. Inputs to the software include converged electronic structure computations performed by the user using a variety of supported software packages (Gaussian, Molpro, Orca, TeraChem, Q-Chem, Psi4). The software outputs high-pressure limit rate coefficients and pressure-dependent phenomenological rate coefficients, as well as computed thermodynamic properties (enthalpy, entropy, and constant pressure heat capacity) with added energy corrections. Some of the key features of Arkane include treatment of 1D, 2D or ND hindered internal rotation modes, treatment of free internal rotation modes, quantum tunneling effect consideration, transition state theory (TST) and Rice-Ramsperger-Kassel-Marcus (RRKM) rate coefficient computations, master equation solution with four implemented methods, inverse-Laplace transform of high-pressure limit rate coefficients into the energy domain, energy corrections based on bond-additivity or isodesmic reactions, automated and efficient PES exploration, and PES sensitivity analysis. The present work describes the design of Arkane, how it should be used, and refers to the theory that it employs. Arkane is distributed via the RMG-Py software suite (https://github.com/ReactionMechanismGenerator/RMG-Py).
The National Renewable Energy Laboratory has been researching the implementation of fully automated passenger transport systems to be operated within dense urban settings, referred to as Automated Mobility Districts, based on roadway vehicle automation as opposed to track or train-based automation. This research, now in its third phase, is presently addressing the full spectrum of benefits and challenges of full automation of passenger transport systems with respect to fleet electrification and the associated multimodal, large fleet operational management, benefits beyond simply automating the driving tasks. The focal points summarized in the paper and presentation address the benefit-analysis of fleet automation to address added complexities imposed on the multi-fleet operational management when there is a simultaneous implementation of an on-demand service mode that connects with and optimizes the effectiveness of legacy transit systems and new sub-regional autonomous vehicle fleets, with specific emphasis on enhanced ability to better meet peak ridership demand. The research also begins to address challenges in operations arising from lack of personnel present to handle unexpected customer and system needs. Combined, this research articulates vehicle automation benefits and challenges beyond simply automating the driving tasks, addressing additional operational benefits automation provides to address the added complexities imposed by electrification and on-demand modes of operation.
Mechanistic understanding of large molecule conversion and the discovery of suitable heterogeneous catalysts have been lagging due to the combinatorial inventory of intermediates and the inability of humans to enumerate all structures. Here, we introduce an automated framework to predict stable configurations on transition metal surfaces and demonstrate its validity for adsorbates with up to 6 carbon and oxygen atoms on 11 metals, enabling the exploration of ~10 8 potential configurations. It combines a graph enumeration platform, force field, multi-fidelity DFT calculations, and first-principles trained machine learning. Clusters in the data reveal groups of catalysts stabilizing different structures and expose selective catalysts for showcase transformations, such as the ethylene epoxidation on Ag and Cu and the lack of C-C scission chemistry on Au. Deviations from the commonly assumed atom valency rule of small adsorbates are also manifested. This library can be leveraged to identify catalysts for converting large molecules computationally.
With the continued projection of increases in air traffic density, operations in the National Airspace System are expected to exceed human capabilities in the near future. In order to address the bottleneck of human workload capacity, highly automated safety-critical systems are under development to support air traffic controllers. A human-in-the-loop experiment examined controllers transition through four NextGen automation stages: Current-Day, Minimum, Moderate, and Maximum. Maximum NextGen simulated a fully automated environment where the automation was responsible for detecting and resolving conflicts within simulation parameters in high-density airspace. By allocating these tasks to the automation, the controllers task changed. The human moved to primarily a supervisory position- typically only regaining control over separation assurance tasks during conflict situations deferred by the automation. While tasks were allocated a-priori between the controller and automated agent, controllers maintained authority to inhibit the automation from interacting with particular aircraft. Preliminary work is complete, where significant differences were found in inhibition frequency between simulation participants. However, the contexts in which the controllers inhibited the automation, and their reasons for doing so, remain unclear. This analysis attempts to identity factors contributing to human controllers inhibition of the automation in the Maximum NextGen condition.
Real-time tracking of dynamic nanoscale processes such as phase transitions by scanning probe microscopy is a challenging task, typically requiring extensive and laborious human supervision. Smart strategies to track specific regions of interest (ROI) in the system during such transformations in a fast and automated manner are necessary to study the evolution of the microscopic changes in such dynamic systems. In this work, we realize automated ROI tracking in piezoresponse force microscopy during a fast (≈0.8 °C s –1 ) thermally stimulated ferroelectric-to-paraelectric phase transition in CuInP 2 S 6 . We use a combination of fast (1 frame per second) sparse scanning with compressed sensing image reconstruction and real-time offset correction via phase cross correlation. The applied methodology enables in situ fast and automated functional nanoscale characterization of a certain ROI during external stimulation that generates sample drift and changes local functionality.
As Space Station Freedom (SSF) evolves, increased automation and autonomy will be required to meet Space Station Freedom Program (SSFP) objectives. As a precursor to the use of advanced automation within the SSFP, especially if it is to be used on SSF (e.g., to automate the operation of the flight systems), the underlying technologies will need to be elevated to a high level of readiness to ensure safe and effective operations. Ground facilities supporting the development of these flight systems -- from research and development laboratories through formal hardware and software development environments -- will be responsible for achieving these levels of technology readiness. These facilities will need to evolve support the general evolution of the SSFP. This evolution will include support for increasing the use of advanced automation. The SSF Advanced Development Program has funded a study to define evolution paths for advanced automaton within the SSFP's ground-based facilities which will enable, promote, and accelerate the appropriate use of advanced automation on-board SSF. The current capability of the test beds and facilities, such as the Software Support Environment, with regard to advanced automation, has been assessed and their desired evolutionary capabilities have been defined. Plans and guidelines for achieving this necessary capability have been constructed. The approach taken has combined indepth interviews of test beds personnel at all SSF Work Package centers with awareness of relevant state-of-the-art technology and technology insertion methodologies. Key recommendations from the study include advocating a NASA-wide task force for advanced automation, and the creation of software prototype transition environments to facilitate the incorporation of advanced automation in the SSFP.
Latimer Controls, Inc. was awarded two vouchers under the Department of Energy's American-Made Solar Prize Round 6 to conduct collaborative research at a national laboratory. The National Renewable Energy Laboratory (NREL) was selected as a partner to assist Latimer Controls in the performance evaluation of its photovoltaic (PV) control software. This collaboration focuses on developing a hardware-in-the-loop (HIL) testbed at NREL, which will be used to test and validate the Latimer PV control technology in a realistic yet de-risked environment. Both Latimer and NREL teams will work together to analyze the collected test data, derive insights, and disseminate the scientific findings. Recent studies underscore the potential of solar energy as a zero-marginal-cost and zero-emission flexibility resource within the bulk power system, particularly when integrated with advanced control systems. To enhance the performance of such systems, Latimer Controls has developed leading-edge technologies, including machine learning (ML) algorithms and hierarchical inverter set-point allocation methods. These innovations are designed to estimate the operational headroom of large PV plants for grid integration and control. However, comprehensive validation under real-world conditions remains necessary. To address this gap, the concurrent CRADA project proposes the real-world application and validation of the Latimer Control solution within a HIL environment. Initially, the Latimer algorithm was developed and tested within MATLAB Simulink, a platform suitable for research-level simulations and iterative development. However, transitioning this technology to a real solar site as an industry-ready solution necessitates implementation in a format compatible with widely used solar power plant controllers. In this additional CRADA work, the MATLAB Simulink-based logic will be translated into Structured Text, a programming language compliant with IEC 61131 standards, which is commonly used for custom logic implementations in industry-leading programmable logic controllers (PLCs), such as the Schweitzer SEL real-time automation controller (RTAC). This transition will facilitate the deployment of the Latimer Control solution in real-world solar power plants, thereby advancing the technology towards commercialization.
On-demand mobility (ODM) through aviation refers to the ability to quickly and easily move people or equivalent cargo without delays introduced by lack of, or infrequently, scheduled service. A necessary attribute of ODM is that it be easy to use, requiring a minimum of special training, skills, or workload. Fully-autonomous vehicles would provide the ultimate in ease-of-use (EU) but are currently unproven for safety-critical applications outside of a few, situationally constrained applications (e.g. automated trains operating in segregated systems). Applied to aviation, the current and near-future state of the art of full-autonomy, may entail undesirable trade-offs such as very conservative operational margins resulting in reduced trip reliability and transportation utility. Furthermore, acceptance by potential users and regulatory authorities will be challenging without confidence in autonomous systems in developed in less critical, but still challenging applications. A question for the aviation community is how we can best develop practical ease-of-use for aircraft that are sized to carry a small number of passengers (e.g. 1-9) or equivalent cargo. Such development is unlikely to be a single event, but rather a managed, evolutionary process where responsibility and authority transitions from human to automation agents as operational experience is gained with increasingly intelligent systems. This talk presents a technology road map being developed at NASA Langley, as part of an overall strategy to foster ODM, for the development of ease-of-use for ODM aviation.