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NASA NTRS2002

Commercial Research and Development: Power to Explore, Opportunities from Discovery

The technical and economic goals of commercial use of space are laudable, and are addressed as a high priority by almost every national space program and most major aerospace companies the world over. Yet, the focus of most organizational agendas and discussions tends to focus on one or two very narrow enabling aspects of this potentially large technological and economic opportunity. While government sponsored commercial launch activities and private space platforms are an integral part of efforts to leverage the commercial use of space, these activities are possibly one of the smallest parts of creating, a viable and sustainable market for the commercial use of space. Most of the current programs usually do not appropriately address some of the critical issues of the current, already interested, potential space user communities. Current programs place the focus of the majority of the user requirements on the vehicle payload weight and mass performance considerations as the primary payload economical factor in providing a commercial market with a stimulating price for gaining access to the space environment. The larger user challenges of transformation from Earth-based research and development approaches to space environment approaches are not addressed early enough in programs to impact the new business considerations of potential users. Currently, space-based research and development user activities require a large user investment in time, in development of new areas of support expertise, in development of new systems, in risk of schedule to completion, and in long term capital positioning. The larger opportunities for stimulating a strong market driven interest in commercial use of space that could result from the development of vehicle payload "leap ahead technologies" for users are being missed, and there is a real risk of limiting the potentially broader market base to support a more technologically advanced and economically lucrative outcome. A major driving force for strengthening the commercial space activities is not only the technological advances in launch vehicle, or newer satellites, but the myriad of enabling payloads technologies that could, as a goal, result in an almost transparent facilitation to regular CD a, -n access to space and microgravity environments by the future users from the existing Earth-based research and development organizations market segments. Rather than focusing only on developing high lift performance launch vehicles and then developing payloads to fit them, the real focus from a business model perspective should to be on the customer payloads requirements, and on designing launch vehicles and platforms systems for a space transportation and facility infrastructure to support all aspects of the business model for the user market. To harness the full potential of space commercialization, new efforts need to be made to comprehensively examine all the critical business model areas for commercial research, development, and manufacturing in space so as to identify specific products and efforts; to determine how such operations must be both similar to and different from current Earth-based activities; to evaluate the enabling technological devices, processes and efforts so that like efforts can be addressed in a synergistic fashion for maximum user cost effectiveness; to delineate the services that are both needed and can be provided by such activities; and to use this information to drive design and development of space commercialization efforts and policy.

Casas, Joseph C.↗

NASA NTRS2001

An Assessment of the State-of-the-Art in the Design and Manufacturing of Large Composite Structures for Aerospace Vehicles

The results of an assessment of the state-of-the-art in the design and manufacturing of large composite structures are described. The focus of the assessment is on the use of polymeric matrix composite materials for large airframe structural components. such as those in commercial and military aircraft and space transportation vehicles. Applications of composite materials for large commercial transport aircraft, general aviation aircraft, rotorcraft, military aircraft. and unmanned rocket launch vehicles are reviewed. The results of the assessment of the state-of-the-art include a summary of lessons learned, examples of current practice, and an assessment of advanced technologies under development. The results of the assessment conclude with an evaluation of the future technology challenges associated with applications of composite materials to the primary structures of commercial transport aircraft and advanced space transportation vehicles.

Harris, Charles E.↗

NASA NTRS2013

Spinoff 2012

Topics covered include: Water Treatment Technologies Inspire Healthy Beverages; Dietary Formulas Fortify Antioxidant Supplements; Rovers Pave the Way for Hospital Robots; Dry Electrodes Facilitate Remote Health Monitoring; Telescope Innovations Improve Speed, Accuracy of Eye Surgery; Superconductors Enable Lower Cost MRI Systems; Anti-Icing Formulas Prevent Train Delays; Shuttle Repair Tools Automate Vehicle Maintenance; Pressure-Sensitive Paints Advance Rotorcraft Design Testing; Speech Recognition Interfaces Improve Flight Safety; Polymers Advance Heat Management Materials for Vehicles; Wireless Sensors Pinpoint Rotorcraft Troubles; Ultrasonic Detectors Safely Identify Dangerous, Costly Leaks; Detectors Ensure Function, Safety of Aircraft Wiring; Emergency Systems Save Tens of Thousands of Lives; Oxygen Assessments Ensure Safer Medical Devices; Collaborative Platforms Aid Emergency Decision Making; Space-Inspired Trailers Encourage Exploration on Earth; Ultra-Thin Coatings Beautify Art; Spacesuit Materials Add Comfort to Undergarments; Gigapixel Images Connect Sports Teams with Fans; Satellite Maps Deliver More Realistic Gaming; Elemental Scanning Devices Authenticate Works of Art; Microradiometers Reveal Ocean Health, Climate Change; Sensors Enable Plants to Text Message Farmers; Efficient Cells Cut the Cost of Solar Power; Shuttle Topography Data Inform Solar Power Analysis; Photocatalytic Solutions Create Self-Cleaning Surfaces; Concentrators Enhance Solar Power Systems; Innovative Coatings Potentially Lower Facility Maintenance Costs; Simulation Packages Expand Aircraft Design Options; Web Solutions Inspire Cloud Computing Software; Behavior Prediction Tools Strengthen Nanoelectronics; Power Converters Secure Electronics in Harsh Environments; Diagnostics Tools Identify Faults Prior to Failure; Archiving Innovations Preserve Essential Historical Records; Meter Designs Reduce Operation Costs for Industry; Commercial Platforms Allow Affordable Space Research; Fiber Optics Deliver Real-Time Structural Monitoring; Camera Systems Rapidly Scan Large Structures; Terahertz Lasers Reveal Information for 3D Images; Thin Films Protect Electronics from Heat and Radiation; Interferometers Sharpen Measurements for Better Telescopes; and Vision Systems Illuminate Industrial Processes.

Source record↗

NASA NTRS1993

Piloted Mars missions using cryogenic and storable propellants

The paper presents an analyses of piloted long-duration stay Mars missions using a chemical or nuclear thermal propulsion Earth-departure stage, storable propellant Mars arrival and departure stages (to avoid propellant boiloff), and an Earth entry vehicle, conducted for three-year segments from 2000 to 2020. The study initially determines the minimum initial mass in low-Earth orbit (IMLEO) missions and then investigates their radiation exposure levels and Mars parking orbit selection. The impact of reducing the outbound (Earth-Mars) transfer time on IMLEO and predicted radiation exposure levels is included. The results indicate that a vehicle using an advanced chemical propulsion system (Isp = 480 s) for Earth departure is feasible throughout 2000-2020 with an IMLEO less than 640 metric tons, while an Earth departure stage using a nuclear thermal propulsion (NTP) system with Isp of 925 s is even more appealing with IMLEO's less than 405 tons. Vehicles with 875 and 825 s specific impulse Earth departure stages have only slightly higher IMLEO's than the advanced NTP system (10 and 20 tons higher, respectively). Reducing the time spent in space may not always result in a significantly reduced level of radiation exposure, especially if the mission encounter dates are changed to a less favorable period of the solar cycle.

Striepe, Scott A.↗

NASA NTRS1983

Advanced single permanent magnet axipolar ironless stator ac motor for electric passenger vehicles

A program was conducted to design and develop an advanced-concept motor specifically created for propulsion of electric vehicles with increased range, reduced energy consumption, and reduced life-cycle costs in comparison with conventional systems. The motor developed is a brushless, dc, rare-earth cobalt, permanent magnet, axial air gap inductor machine that uses an ironless stator. Air cooling is inherent provided by the centrifugal-fan action of the rotor poles. An extensive design phase was conducted, which included analysis of the system performance versus the SAE J227a(D) driving cycle. A proof-of-principle model was developed and tested, and a functional model was developed and tested. Full generator-level testing was conducted on the functional model, recording electromagnetic, thermal, aerodynamic, and acoustic noise data. The machine demonstrated 20.3 kW output at 1466 rad/s and 160 dc. The novel ironless stator demonstated the capability to continuously operate at peak current. The projected system performance based on the use of a transistor inverter is 23.6 kW output power at 1466 rad/s and 83.3 percent efficiency. Design areas of concern regarding electric vehicle applications include the inherently high windage loss and rotor inertia.

Beauchamp, E. D.↗

NASA NTRS2016

Integrated Pressure-Fed Liquid Oxygen / Methane Propulsion Systems - Morpheus Experience, MARE, and Future Applications

An integrated liquid oxygen (LOx) and methane propulsion system where common propellants are fed to the reaction control system and main engines offers advantages in performance, simplicity, reliability, and reusability. LOx/Methane provides new capabilities to use propellants that are manufactured on the Mars surface for ascent return and to integrate with power and life support systems. The clean burning, non-toxic, high vapor pressure propellants provide significant advantages for reliable ignition in a space vacuum, and for reliable safing or purging of a space-based vehicle. The NASA Advanced Exploration Systems (AES) Morpheus lander demonstrated many of these key attributes as it completed over 65 tests including 15 flights through 2014. Morpheus is a prototype of LOx/Methane propellant lander vehicle with a fully integrated propulsion system. The Morpheus lander flight demonstrations led to the proposal to use LOx/Methane for a Discovery class mission, named Moon Aging Regolith Experiment (MARE) to land an in-situ science payload for Southwest Research Institute on the Lunar surface. Lox/Methane is extensible to human spacecraft for many transportation elements of a Mars architecture. This paper discusses LOx/Methane propulsion systems in regards to trade studies, the Morpheus project experience, the MARE NAVIS (NASA Autonomous Vehicle for In-situ Science) lander, and future possible applications. The paper also discusses technology research and development needs for Lox/Methane propulsion systems.

Hurlbert, Eric↗

NASA NTRS1993

Lunar transfer vehicle studies

Lunar transportation architectures exist for several different mission scenarios. Direct flights from Earth are possible, as the Apollo program clearly demonstrated. Alternatively, a space transfer vehicle could be constructed in space by using the Space Station as a base of operations, or multiple vehicles could be launched from Earth and dock in LEO without using a space station for support. Similarly, returning personnel could proceed directly to Earth or rendezvous at the Space Station for a ride back home on the Space Shuttle. Multiple design concepts exist which are compatible with these scenarios and which can support requirements of cargo, personnel, and mission objectives. Regardless of the ultimate mission selected, some technologies will certainly play a key role in the design and operation of advanced lunar transfer vehicles. Current technologies are capable of delivering astronauts to the lunar surface, but improvements are needed to affordably transfer the material and equipment that will be needed for establishing a lunar base. Materials and structures advances, in particular, will enable the development of more capable cryogenic fluid management and propulsion systems, improved structures, and more efficient vehicle assembly, servicing and processing.

Keeley, Joseph T.↗

NASA NTRS2000

A Strategy for Integrating a Large Finite Element Model: X-33 Lessons Learned

The X-33 vehicle is an advanced technology demonstrator sponsored by NASA. For the past three years the Structural Dynamics & Loads Group of NASA's Marshall Space Flight Center has had the task of integrating the X-33 vehicle structural finite element model. In that time, five versions of the integrated vehicle model have been produced and a strategy has evolved that would benefit anyone given the task of integrating structural finite element models that have been generated by various modelers and companies. The strategy that has been presented here consists of six decisions that need to be made. These six decisions are: purpose of model, units, common material list, model numbering, interface control, and archive format. This strategy has been proved and expanded from experience on the X-33 vehicle.

McGhee, David S.↗

NASA NTRS2016

Application of Design of Experiments and Surrogate Modeling within the NASA Advanced Concepts Office, Earth-to-Orbit Design Process

Decisions made during early conceptual design have a large impact upon the expected life-cycle cost (LCC) of a new program. It is widely accepted that up to 80% of such cost is committed during these early design phases. Therefore, to help minimize LCC, decisions made during conceptual design must be based upon as much information as possible. To aid in the decision making for new launch vehicle programs, the Advanced Concepts Office (ACO) at NASA Marshall Space Flight Center (MSFC) provides rapid turnaround pre-phase A and phase A concept definition studies. The ACO team utilizes a proven set of tools to provide customers with a full vehicle mass breakdown to tertiary subsystems, preliminary structural sizing based upon worst-case flight loads, and trajectory optimization to quantify integrated vehicle performance for a given mission. Although the team provides rapid turnaround for single vehicle concepts, the scope of the trade space can be limited due to analyst availability and the manpower requirements for manual execution of the analysis tools. In order to enable exploration of a broader design space, the ACO team has implemented an advanced design methods (ADM) based approach. This approach applies the concepts of design of experiments (DOE) and surrogate modeling to more exhaustively explore the trade space and provide the customer with additional design information to inform decision making. This paper will first discuss the automation of the ACO tool set, which represents a majority of the development effort. In order to fit a surrogate model within tolerable error bounds a number of DOE cases are needed. This number will scale with the number of variable parameters desired and the complexity of the system's response to those variables. For all but the smallest design spaces, the number of cases required cannot be produced within an acceptable timeframe using a manual process. Therefore, automation of the tools was a key enabler for the successful application of an ADM approach to an ACO design study. Following the overview of the tool set automation, an example problem will be given to illustrate the implementation of the ADM approach. The example problem will first cover the inclusion of ground rules and assumptions (GR&A) for a study. The GR&A are very important to the study as they determine the constraints within which a trade study can be conducted. These trades must ultimately reconcile with the customer's desired output and any anticipated "what if" questions. The example problem will then illustrate the setup and execution of a DOE through the automated ACO tools. This process is accomplished more efficiently in this work by splitting the tools into two separate environments. The first environment encompasses the structural optimization and mass estimation tools, while the second is focused on trajectory optimization. Surrogate models are fit to the outputs of each environment and are "integrated" via connection of the surrogate equations. Throughout this process, checks are implemented to compare the output of the surrogates to the output of manually run cases to ensure that the error of the final surrogates is at an acceptable level. The conclusion of the example problem demonstrates the utility of the ADM based approach. Using surrogate models gives the ACO team the ability to visualize vehicle sensitivities to various design parameters and identify regions of interest within the design space. The ADM approach can thus be used to inform concept down selection and isolate promising vehicle configurations to be explored in more detail through the manual design process. In addition it provides the customer with an almost instantaneous turnaround on any ''what if" questions that may arise within the bounds of the surrogate model. This approach ultimately expands the ability of the ACO team to provide its customer with broad and rapid turnaround trade studies for launch vehicle conceptual design. The ability to identify a selection of designs which can meet the customer requirements will help ensure lower LCC of launch vehicle designs originating from ACO.

Zwack, Mathew R.↗

NASA NTRS2016

Application of Design of Experiments and Surrogate Modeling within the NASA Advanced Concepts Office, Earth-to-Orbit Design Process

Decisions made during early conceptual design have a large impact upon the expected life-cycle cost (LCC) of a new program. It is widely accepted that up to 80% of such cost is committed during these early design phases.1 Therefore, to help minimize LCC, decisions made during conceptual design must be based upon as much information as possible. To aid in the decision making for new launch vehicle programs, the Advanced Concepts Office (ACO) at NASA Marshall Space Flight Center (MSFC) provides rapid turnaround pre-phase A and phase A concept definition studies. The ACO team utilizes a proven set of tools to provide customers with a full vehicle mass breakdown to tertiary subsystems, preliminary structural sizing based upon worst-case flight loads, and trajectory optimization to quantify integrated vehicle performance for a given mission.2 Although the team provides rapid turnaround for single vehicle concepts, the scope of the trade space can be limited due to analyst availability and the manpower requirements for manual execution of the analysis tools. In order to enable exploration of a broader design space, the ACO team has implemented an Advanced Design Methods (ADM) based approach. This approach applies the concepts of Design of Experiments (DOE) and surrogate modeling to more exhaustively explore the trade space and provide the customer with additional design information to inform decision making. This paper will first discuss the automation of the ACO tool set, which represents a majority of the development e ort. In order to t a surrogate model within tolerable error bounds a number of DOE cases are needed. This number will scale with the number of variable parameters desired and the complexity of the system's response to those variables. For all but the smallest design spaces, the number of cases required cannot be produced within an acceptable timeframe using a manual process. Therefore, automation of the tools was a key enabler for the successful application of an ADM approach to an ACO design study. Following the overview of the tool set automation, an example problem will be given to illustrate the implementation of the ADM approach. The example problem will first cover the inclusion of Ground Rules and Assumptions (GR&A) for a study. The GR&A are very important to the study as they determine the constraints within which a trade study can be conducted. These trades must ultimately reconcile with the customer's desired output and any anticipated \what if" questions. The example problem will then illustrate the setup and execution of a DOE through the automated ACO tools. This process is accomplished more efficiently in this work by splitting the tools into two separate environments. The first environment encompasses the structural optimization and mass estimation tools, while the second is focused on trajectory optimization. Surrogate models are t to the outputs of each environment and are integrated via connection of the surrogate equations. Throughout this process, checks are implemented to compare the output of the surrogates to the output of manually run cases to ensure that the error of the final surrogates is at an acceptable level. The conclusion of the example problem demonstrates the utility of the ADM based approach. Using surrogate models gives the ACO team the ability to visualize vehicle sensitivities to various design parameters and identify regions of interest within the design space. The ADM approach can thus be used to inform concept down selection and isolate promising vehicle configurations to be explored in more detail through the manual design process. In addition it provides the customer with an almost instantaneous turnaround on any \what if" questions that may arise within the bounds of the surrogate model. This approach ultimately expands the ability of the ACO team to provide its customer with broad and rapid turnaround trade studies for launch vehicle conceptual design. The ability to identify a selection of designs which can meet the customer requirements will have the potential to lower LCC of launch vehicle designs originating from ACO.

Zwack, Mathew R.↗

NASA NTRS2016

Application of Design of Experiments and Surrogate Modeling within the NASA Advanced Concepts Office, Earth-to-Orbit Design Process

Zwack, Mathew R.↗

NASA NTRS1999

A Strategy for Integrating a Large Finite Element Model Using MSC NASTRAN/PATRAN: X-33 Lessons Learned

The X-33 vehicle is an advanced technology demonstrator sponsored by NASA. For the past 3 years the Structural Dynamics and Loads Branch of NASA's Marshall Space Flight Center has had the task of integrating the X-33 vehicle structural finite element model. In that time, five versions of the integrated vehicle model have been produced and a strategy has evolved that would benefit anyone given the task of integrating structural finite element models that have been generated by various modelers and companies. The strategy that has been presented here consists of six decisions that need to be made: purpose of models, units, common materials list, model numbering, interface control, and archive format. This strategy has been proven and expanded from experience on the X-33 vehicle.

McGhee, D. S.↗

NASA NTRS2016

Range and Endurance Tradeoffs on Personal Rotorcraft Design

Rotorcraft design has always been a challenging tradeoff among overall size, capabilities, complexity, and other factors based on available technology and customer requirements. Advancements in propulsion, energy systems and other technologies have enabled new vehicles and missions; complementary advances in analysis methods and tools enable exploration of these enhanced vehicles and the evolving mission design space. A system study was performed to better understand the interdependency between vehicle design and propulsion system capabilities versus hover / loiter requirements and range capability. Three representative vertical lift vehicles were developed to explore the tradeoff in capability between hover efficiency versus range and endurance capability. The vehicles were a single-main rotor helicopter, a tilt rotor, and a vertical take-off and landing (VTOL) aircraft. Vehicle capability was limited to two or three people (including pilot or crew) and maximum range within one hour of flight (100-200 miles, depending on vehicle). Two types of propulsion and energy storage systems were used in this study. First was traditional hydrocarbon-fueled cycles (such as Otto, diesel or gas turbine cycles). Second was an all-electric system using electric motors, power management and distribution, assuming batteries for energy storage, with the possibility of hydrocarbon-fueled range extenders. The high power requirements for hover significantly reduced mission radius capability. Loiter was less power intensive, resulting in about 1/2 the equivalent mission radius penalty. With so many design variables, the VTOL aircraft has the potential to perform well for a variety of missions. This vehicle is a good candidate for additional study; component model development is also required to adequately assess performance over the design space of interest.

systems analysis↗

NASA NTRS2016

Range and Endurance Tradeoffs on Personal Rotorcraft Design

Rotorcraft design has always been a challenging tradeoff among overall size, capabilities, complexity, and other factors based on available technology and customer requirements. Advancements in propulsion, energy systems and other technologies have enabled new vehicles and missions; complementary advances in analysis methods and tools enable exploration of these enhanced vehicles and the evolving mission design space. A system study was performed to better understand the interdependency between vehicle design and propulsion system capabilities versus hover loiter requirements and range capability. Three representative vertical lift vehicles were developed to explore the tradeoff in capability between hover efficiency versus range and endurance capability. The vehicles were a single-main rotor helicopter, a tilt rotor, and a vertical take-off and landing (VTOL) aircraft. Vehicle capability was limited to two or three people (including pilot or crew) and maximum range within one hour of flight (100-200 miles, depending on vehicle). Two types of propulsion and energy storage systems were used in this study. First was traditional hydrocarbon-fueled cycles (such as Otto, diesel or gas turbine cycles). Second was an all-electric system using electric motors, power management and distribution, assuming batteries for energy storage, with the possibility of hydrocarbon-fueled range extenders. The high power requirements for hover significantly reduced mission radius capability. Loiter was less power intensive, resulting in about 12 the equivalent mission radius penalty. With so many design variables, the VTOL aircraft has the potential to perform well for a variety of missions. This vehicle is a good candidate for additional study; component model development is also required to adequately assess performance over the design space of interest.

systems analysis↗

NASA NTRS2005

NASA's Morphing Project Research Summaries in Fiscal Year 2002

The Morphing Project at the National Aeronautics and Space Agency s (NASA) Langley Research Center (LaRC) is part of the Breakthrough Vehicle Technologies Project, Vehicle Systems Program that conducts fundamental research on advanced technologies for future flight vehicles. The objectives of the Morphing Project are to develop and assess the advanced technologies and integrated component concepts to enable efficient, multi-point adaptability of flight vehicles; primarily through the application of adaptive structures and adaptive flow control to substantially alter vehicle performance characteristics. This document is a compilation of research summaries and other information on the project for fiscal year 2002. The focus is to provide a brief overview of the project content, technical results and lessons learned. At the time of publication, the Vehicle Systems Program (which includes the Morphing Project) is undergoing a program re-planning and reorganization. Accordingly, the programmatic descriptions of this document pertain only to the program as of fiscal year 2002.

McGowan, Anna-Maria R.↗

DOE OSTI2024

Modular Subsurface Sensors and Integrated Software for Advanced Subsurface Characterization and Monitoring using Unoccupied Vehicles

The advent and subsequent proliferation of autonomous airborne, waterborne, and groundbased vehicles (i.e., “drones”) promises to broadly transform the geosciences and associated industries, including fossil energy exploration and development, mineral resource exploration and development, water-resource management, and environmental remediation. For geophysical characterization and monitoring, the prospect of programming highly repeatable and low-cost drone missions for subsurface imaging will allow for deployments in hazardous and previously inaccessible areas. Coupled with autonomous workflows for data processing, management, and visualization, drone-based geophysical characterization and monitoring will enable unprecedented, real-time insight into diverse subsurface properties and processes of scientific and engineering importance. Toward this end, the objectives of this Lab Directed Research and Development (LDRD) project were to develop new (1) instrumentation for dronebased electromagnetic induction (EMI) geophysical imaging, including separated transmitter and receivers and associated electronics, (2) software for real-time data telemetry, processing, management, and visualization. Although EMI has been previously deployed using unoccupied aerial systems (UASs), these applications failed to capitalize on the game-changing capabilities of drone platforms. Whereas drone-based data acquisition allows for collection of rich, three-dimensional (3D) multi-offset/multi-angle configurations between transmitters and receivers, past efforts have relied on conventional instrumentation that was designed for ground-based data collection with the transmitter and a single receiver housed in the same unit; nor did these previous applications demonstrate real-time delivery of results to support rapid management decisions in the field. In this 1-year project, we (1) designed and constructed new lightweight independent transmitter and receiver antenna platforms that communicate with a laptop computer; (2) developed software to control data acquisition, manage/transfer data, and visualize data as its collected; and (3) demonstrated the operation of the new hardware and software systems in a ground-based field test. Our work entails major technological advances for EMI and established a foundation on which to build a new drone-based, real-time geophysical EMI imaging capability to support diverse challenges facing the nation.

47 OTHER INSTRUMENTATION↗

DOE OSTI2026

Detect the Unobservable: Abnormality Detection in mixed Autonomy for Lane Change Maneuver with Following Vehicles’ Trajectories Only

Highly Automated Vehicles (HAVs) and Advanced Driver-Assistance Systems (ADAS) are transforming modern transportation with enhanced mobility, safety, and efficiency. Despite their advantages, cybersecurity vulnerabilities in these systems can lead to abnormal behavior, posing significant risks to surrounding human-driven vehicles (HDVs) in mixed traffic environments. Here, this article addresses the challenge of detecting abnormal lateral movements of HAVs/ADAS vehicles using only trajectory profiles of following HDVs. Specifically, we propose a novel modeling approach that captures both normal and abnormal lateral behaviors through vehicle kinematics, integrated decision-making processes, vehicle control using symbolic regression for lane change vehicles. Additionally, we introduce an abnormality detection framework that relies on observable HDV data, even in occlusion scenarios. The framework evaluates the sensitivity of various car-following models to detect abnormal behaviors, providing insights into the interaction between HAVs/ADAS and HDVs in mixed autonomy systems.

Connected and Automated vehicles↗

NASA NTRS1979

Technology requirements and readiness for very large vehicles

Common concerns of very large vehicles in the areas of economics, transportation system interfaces and operational problems were reviewed regarding their influence on vehicle configurations and technology. Fifty-four technology requirements were identified which are judged to be unique, or particularly critical, to very large vehicles. The requirements were about equally divided among the four general areas of aero/hydrodynamics, propulsion and acoustics, structures, and vehicle systems and operations. The state of technology readiness was judged to be poor to fair for slightly more than one half of the requirements. In the classic disciplinary areas, the state of technology readiness appears to be more advanced than for vehicle systems and operations.

Conner, D. W.↗