Search NASA⌕ Search

SEARCH · Search NASA

Results for “collision avoidance”

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 649 records · Page 36

A remnant planetary core in the hot-Neptune desert

The interiors of giant planets remain poorly understood. Even for the planets in the Solar System, difficulties in observation lead to large uncertainties in the properties of planetary cores. Exoplanets that have undergone rare evolutionary processes provide a route to understanding planetary interiors. Planets found in and near the typically barren hot-Neptune ‘desert’ (a region in mass–radius space that contains few planets) have proved to be particularly valuable in this regard. These planets include HD149026b, which is thought to have an unusually massive core, and recent discoveries such as LTT9779b and NGTS-4b, on which photoevaporation has removed a substantial part of their outer atmospheres. Here we report observations of the planet TOI-849b, which has a radius smaller than Neptune’s but an anomalously large mass of 39.1(+2.7−2.6) Earth masses and a density of 5.2(+0.7−0.8) grams per cubic centimetre, similar to Earth’s. Interior-structure models suggest that any gaseous envelope of pure hydrogen and helium consists of no more than 3.9(+0.8−0.9) per cent of the total planetary mass. The planet could have been a gas giant before undergoing extreme mass loss via thermal self-disruption or giant planet collisions, or it could have avoided substantial gas accretion, perhaps through gap opening or late formation. Although photoevaporation rates cannot account for the mass loss required to reduce a Jupiter-like gas giant, they can remove a small (a few Earth masses) hydrogen and helium envelope on timescales of several billion years, implying that any remaining atmosphere on TOI-849b is likely to be enriched by water or other volatiles from the planetary interior. We conclude that TOI-849b is the remnant core of a giant planet.

David J. Armstrong↗

A framework for studying the effects of offshore wind energy development on birds and bats in the Eastern United States

Offshore wind energy development (OWED), while a key strategy for reducing carbon emissions, has potential negative effects to wildlife that should be examined to inform decision making and adaptive management as the industry expands. We present a conceptual framework to guide the long-term study of potential effects to birds and bats from OWED. This framework includes a focus on exposure and vulnerability as key determinants of risk. For birds and bats that are exposed to OWED, there are three main effects of interest that may impact survival and productivity: 1) collision mortality, 2) behavioral responses, including avoidance, displacement, and attraction, and 3) habitat-mediated effects to prey populations. If these OWED effects cause changes in survival and/or breeding success (e.g., fitness), they have the potential for population-level consequences, including changes in population size and structure. Understanding the influence of ecological drivers on exposure and effect parameters can help to disentangle the potential impacts of OWED from other stressors. We use this theoretical framework to summarize existing relevant knowledge and identify current priority research questions (n=22) for the eastern United States, where largescale development of OWED is primarily in the planning and early construction phase. We also identify recommendations for study design and further prioritization of research topics.

17 WIND ENERGY↗

Enhancing traffic safety analysis with digital twin technology: integrating vehicle dynamics and environmental factors into microscopic traffic simulation

Traffic safety is a critical concern in transportation engineering and urban planning. Traditional traffic safety analysis requires trained observers to collect data in the field, which is time-consuming, labor-intensive, and sometimes inaccurate. In recent years, microscopic traffic simulation, which simulates individual vehicles’ movements within a transportation network, have been utilized to study traffic safety. However, microscopic traffic simulation only focuses on traffic-related factors, such as traffic volume, traffic signals, and lane configurations, neglecting vehicle dynamics and environment-related factors like weather and lighting conditions, which can significantly impact traffic safety. In light of this, this paper explores the application of digital twin technology in traffic safety analysis, integrating vehicle simulators, which consider vehicle dynamics and environmental factors, and microscopic traffic simulators, which simulate the operations of traffic flow, for enhanced safety evaluations. Various scenarios, including different weather conditions and visibility levels, are simulated using a digital twin of a road segment in Tuscaloosa, Alabama. The simulations employ Surrogate Safety Measures (SSMs) like Time to Collision (TTC) and Deceleration Rate to Avoid a Crash (DRAC) to assess safety under varying conditions. The results demonstrate that traffic digital twin can identify potential safety issues that traditional microscopic simulation cannot, providing insights for improving traffic control strategies and transportation infrastructure to enhance traffic safety.

Civil engineering↗

An Adaptive Timestepping Algorithm for Particle Time Integration in Coupled CFD-DEM Simulations

Coupled Computational Fluid Dynamics(CFD) - Discrete Element Method (DEM) models provide an accurate description of multiphase physical systems where a granular phase exists in an underlying continuous medium. The time integration of the granular phase in these simulations are typically handled using an explicit time integration scheme with a global time step that is much smaller than fluid time scales, in order to resolve inter-particle collisions. An adapative time integration technique that avoids this global constraint for the granular phase is presented in this work. The algorithm involves the use of a local time stepping approach to resolve collisional time scales for only a subset of particles that are in close proximity to potential collision partners, thereby resulting in substantial reduction of computational cost. This approach is observed to be 2-3X faster than traditional explicit methods for problems that involve both dense and dilute regions, while maintaining the same level of accuracy.

97 MATHEMATICS AND COMPUTING↗

Dataset from: Improved multispecies Dougherty collisions

The Dougherty model Fokker-Planck operator is extended to describe nonlinear full-f collisions between multiple species in plasmas. Simple relations for cross-species primitive moments are developed which obey conservation laws, and reproduce familiar velocity and temperature relaxation rates. This treatment of multispecies Dougherty collisions, valid for arbitrary mass ratios, avoids unphysical temperatures and satisfies the H-theorem unlike an analogous Bhatnagar-Gross-Krook operator. Formulas for both a Cartesian velocity-space and a gyroaveraged operator are provided for use in Vlasov as well as long-wavelength gyrokinetic models. We present an algorithm for the discontinuous Galerkin discretization of this operator, and provide results from relaxation and Landau damping benchmarks.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Distributed computing system with dual independent communications paths between computers and employing split tokens

This is a distributed computing system providing flexible fault tolerance; ease of software design and concurrency specification; and dynamic balance of the loads. The system comprises a plurality of computers each having a first input/output interface and a second input/output interface for interfacing to communications networks each second input/output interface including a bypass for bypassing the associated computer. A global communications network interconnects the first input/output interfaces for providing each computer the ability to broadcast messages simultaneously to the remainder of the computers. A meshwork communications network interconnects the second input/output interfaces providing each computer with the ability to establish a communications link with another of the computers bypassing the remainder of computers. Each computer is controlled by a resident copy of a common operating system. Communications between respective ones of computers is by means of split tokens each having a moving first portion which is sent from computer to computer and a resident second portion which is disposed in the memory of at least one of computer and wherein the location of the second portion is part of the first portion. The split tokens represent both functions to be executed by the computers and data to be employed in the execution of the functions. The first input/output interfaces each include logic for detecting a collision between messages and for terminating the broadcasting of a message whereby collisions between messages are detected and avoided.

Rasmussen, Robert D.↗

Warning Alert HITL Experiment Results

Minimum Operational Performance Standards (MOPS) are being developed to support the integration of Unmanned Aircraft Systems (UAS) in the National Airspace (NAS). Input from subject matter experts and multiple research studies have informed display requirements for Detect-and-Avoid (DAA) systems aimed at supporting timely and appropriate pilot responses to collision hazards. Phase 1 DAA MOPS alerting is designed to inform pilots if an avoidance maneuver is necessary; the two highest alert levels - caution and warning - indicate how soon pilot action is required and whether there is adequate time to coordinate with the air traffic controller (ATC). Additional empirical support is needed to clarify the extent to which warning-level alerting impacts DAA task performance. The present study explores the differential effects of the auditory and visual cues provided by the DAA Warning alert, and performance implications compared to caution-only alerting are discussed.

alerting↗

Formation and reconfiguration of tight multi-lane platoons

Advances in vehicular communication technologies are expected to facilitate cooperative driving in the future. Connected and Automated Vehicles (CAVs) are able to collaboratively plan and execute driving maneuvers by sharing their perceptual knowledge and future plans. In this paper, an architecture for autonomous navigation of tight multi-lane platoons traveling on public roads is presented. Using the proposed approach, CAVs are able to form single or multi-lane platoons of various geometrical configurations. They are able to reshape and adjust their configurations according to changes in the environment. The proposed architecture consists of two main components: an offline motion planner system and an online hierarchical control system. The motion planner uses an optimization-based approach for cooperative formation and reconfiguration in tight spaces. A constrained optimization scheme is used to plan smooth, dynamically feasible and collision-free trajectories for all the vehicles within the platoon. The paper addresses online computation limitations by employing a family of maneuvers precomputed offline and stored on a look-up table on the vehicles. The online hierarchical control system is composed of three levels: a traffic operation system (TOS), a decision-maker, and a path-follower. The TOS determines the desired platoon reconfiguration. The decision-maker checks the feasibility of the reconfiguration plan based on real-time information about the surrounding traffic. The reconfiguration maneuver is executed by a low-level path-following feedback controller in real-time. The effectiveness of the approach is demonstrated through simulations of three case studies: (1) formation reconfiguration (2) obstacle avoidance, and (3) benchmarking against behavior-based planning in which the desired formation is achieved using a sequence of motion primitives.

42 ENGINEERING↗

MO-FG-CAMPUS-TeP1-03: Pre-Treatment Surface Imaging Based Collision Detection

Purpose: Modern radiotherapy increasingly employs large immobilization devices, gantry attachments, and couch rotations for treatments. All of which raise the risk of collisions between the patient and the gantry / couch. Collision detection is often achieved by manually checking each couch position in the treatment room and sometimes results in extraneous imaging if collisions are detected after image based setup has begun. In the interest of improving efficiency and avoiding extra imaging, we explore the use of a surface imaging based collision detection model. Methods: Surfaces acquired from AlignRT (VisionRT, London, UK) were transferred in wavefront format to a custom Matlab (Mathworks, Natick, MA) software package (CCHECK). Computed tomography (CT) scans acquired at the same time were sent to CCHECK in DICOM format. In CCHECK, binary maps of the surfaces were created and overlaid on the CT images based on the fixed relationship of the AlignRT and CT coordinate systems. Isocenters were added through a graphical user interface (GUI). CCHECK then compares the inputted surfaces to a model of the linear accelerator (linac) to check for collisions at defined gantry and couch positions. Note, CCHECK may be used with or without a CT. Results: The nominal surface image field of view is 650 mm × 900 mm, with variance based on patient position and size. The accuracy of collision detections is primarily based on the linac model and the surface mapping process. The current linac model and mapping process yield detection accuracies on the order of 5 mm, assuming no change in patient posture between surface acquisition and treatment. Conclusions: CCHECK provides a non-ionizing method to check for collisions without the patient in the treatment room. Collision detection accuracy may be improved with more robust linac modeling. Additional gantry attachments (e.g. conical collimators) can be easily added to the model.

60 APPLIED LIFE SCIENCES↗

Caught in headlights: Captive white-tailed deer responses to variations in vehicle lighting during imminent collision scenarios

Vehicle collisions with deer (Odocoileus spp.) cause billions of dollars in damages and injure thousands of drivers every year in the United States, and few mitigation methods have proven effective. However, recent research suggests that vehicle lighting might influence white-tailed deer (Odocoileus virginianus; hereafter, deer) responses to oncoming vehicles. Most new vehicles are manufactured with light emitting diode (LED) headlights which differ in total radiance and wavelength of light emitted compared to the previous industry standard of tungstenhalogen (halogen) headlights. Also, frontal vehicle illumination through rear-facing lighting has shown promise in enhancing deer responses to vehicles, but its effectiveness has not been tested under various headlight conditions (headlight type or intensity). As such, it remains unclear how these aspects of vehicle lighting affect deer responses to an approaching vehicle. We used 23 captive, wild-type deer to investigate how variations in vehicle lighting affect deer responses to an approaching vehicle at night, when most collisions occur. We released deer into a 95 m long, 3 m wide chute and approached them from the opposite end with an electric golf cart outfitted with two versions of stock 2017–2020 Ford Fusion headlights (LED and halogen) and a 51 cm rear-facing lightbar to test how vehicle lighting affected deer avoidance behaviors in an imminent, head-on collision scenario. Each deer received eight lighting treatments consisting of unique combinations of headlight type (LED vs. halogen), light intensity (low vs. high beam), and rear-facing lighting (lightbar off vs. on). We measured deer alert and flight behavior using infrared videography. We found that the halogen, high beam, lightbar off treatment had the greatest probability of evoking an alert response. Furthermore, when the lightbar was off, high beams appeared to increase alert probability for halogen headlights. Also, we found evidence that high beam, halogen headlights tend to increase alert probability over high beam, LED headlights, when the lighbar was off. We found no effect of our lighting treatments on deer alert distance, flight probability, or flight initiation distance. Across all behavioral responses, the random effect deer ID explained 0.86–9.19 × more variation than our lighting treatments, reflecting large differences in responses among deer. Overall, we found that vehicle lighting can impact deer behavior during an imminent, head-on collision scenario, although lighting was ineffective at increasing favorable flight behaviors. Future research should investigate how vehicle lighting treatments affect free-ranging, wild deer in a variety of real-world scenarios and at longer approach distances.

White-tailed deer (Odocoileus virginianus) Deer be↗

Two-photon polymerization printed lattices as support structures in multi-shell ICF targets: Platform development and initial assessment

Recent interest in fielding direct drive multi-shell targets on the NIF [K. Molvig et al., Phys. Rev. Lett. 116, 255003 (2016) and S. X. Hu et al., Phys. Rev. E 100, 063204 (2019)] has highlighted the need for a low density structure to support the inner shell(s) and to avoid energy loss in the acceleration and collision process. We have developed a two-shell platform to evaluate the use of low density two-photon polymerization (2PP) printed lattices as a support structure between the shells. Here, 2PP structures are an attractive option because they can be produced at densities as low as 5 mg/cc, which is ideal for multi-shell targets, and their 3D structure can be tailored to the user's needs.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Risk Management of Jettisoned Objects in LEO

The construction and maintenance of the International Space Station (ISS) has led to the release of many objects into its orbital plane, usually during the course of an extra-vehicular activity (EVA). Such releases are often unintentional, but in a growing number of cases, the jettison has been intentional, conducted after a careful assessment of the net risk to the partnership and to other objects in space. Since its launch in 1998 the ISS has contributed on average at least one additional debris object that is simultaneously in orbit with the station, although the number varies widely from zero to eight at any one moment. All of these objects present potential risks to other objects in orbit. Whether it comes from known and tracked orbiting objects or from unknown or untrackable objects, collision with orbital debris can have disastrous consequences. Objects greater than 10cm are generally well documented and tracked, allowing orbiting spacecraft or satellites opportunities to perform evasive maneuvers (commonly known as Debris Avoidance Maneuvers, or DAMs) in the event that imminent collision is predicted. The issue with smaller debris; however, is that it is too numerous to be tracked effectively and yet still poses disastrous consequences if it intercepts a larger object. Due to the immense kinetic energy of any item in orbit, collision with debris as small as 1cm can have catastrophic consequences for many orbiting satellites or spacecraft. Faced with the growing orbital debris threat and the potentially catastrophic consequences of a collision-generated debris shower originating in an orbit crossing the ISS altitude band, in 2007 the ISS program manger asked program specialists to coordinate a multilateral jettison policy amongst the ISS partners. This policy would define the acceptable risk trade rationale for intentional release of a debris object, and other mandatory constraints on such jettisons to minimize the residual risks whenever a jettison was accepted. Although ISS-related debris often presents untenable risks to the EVA crew, IVA crew, or to a departing cargo vehicle for a controlled disposal, such released objects also present a ballistic nuisance to the visiting vehicle traffic, and a potential fragmentation threat to the hundreds of other functional and debris objects whose perigees lie below the ISS orbital altitude. Thus, every such jettison decision is a conscious risk trade.

Bacon, John B.↗

Java Architecture for Detect and Avoid Extensibility and Modeling

Unmanned aircraft will equip with a detect-and-avoid (DAA) system that enables them to comply with the requirement to "see and avoid" other aircraft, an important layer in the overall set of procedural, strategic and tactical separation methods designed to prevent mid-air collisions. This paper describes a capability called Java Architecture for Detect and Avoid Extensibility and Modeling (JADEM), developed to prototype and help evaluate various DAA technological requirements by providing a flexible and extensible software platform that models all major detect-and-avoid functions. Figure 1 illustrates JADEM's architecture. The surveillance module can be actual equipment on the unmanned aircraft or simulators that model the process by which sensors on-board detect other aircraft and provide track data to the traffic display. The track evaluation function evaluates each detected aircraft and decides whether to provide an alert to the pilot and its severity. Guidance is a combination of intruder track information, alerting, and avoidance/advisory algorithms behind the tools shown on the traffic display to aid the pilot in determining a maneuver to avoid a loss of well clear. All these functions are designed with a common interface and configurable implementation, which is critical in exploring DAA requirements. To date, JADEM has been utilized in three computer simulations of the National Airspace System, three pilot-in-the-loop experiments using a total of 37 professional UAS pilots, and two flight tests using NASA's Predator-B unmanned aircraft, named Ikhana. The data collected has directly informed the quantitative separation standard for "well clear", safety case, requirements development, and the operational environment for the DAA minimum operational performance standards. This work was performed by the Separation Assurance/Sense and Avoid Interoperability team under NASA's UAS Integration in the NAS project.

unmanned aircraft systems↗

Design of Novel Flash Ironmaking Reactors for Greatly Reduced Energy Consumption and CO2 Emissions

The development of a novel ironmaking technology based on fine iron ore concentrate in a flash reactor is summarized. The design of potential industrial reactors for flash ironmaking based on the computational fluid dynamics technique is described. Overall, this simulation work has shown that the size of the reactor used in the novel flash ironmaking technology (FIT) can be quite reasonable vis-à-vis the blast furnaces. A flash reactor of 12 m diameter and 35 m height with a single burner operating at atmospheric pressure would produce 1.0 million tons of iron per year. The height can be further reduced by either using multiple burners, preheating the feed gas, or both. The computational fluid dynamics (CFD)-based design of potential industrial reactors for flash ironmaking pointed to a number of features that should be incorporated. The flow field should be designed in such a way that a larger portion of the reactor is used for the reduction reaction but at the same time excessive collision of particles with the wall must be avoided. Further, a large diameter-to-height ratio that still allows a high reduction degree should be used from the viewpoint of decreased heat loss. This may require the incorporation of multiple burners and solid feeding ports.

36 MATERIALS SCIENCE↗

International assessment of priority environmental issues for land-based and offshore wind energy development

Non-technical summary A substantial increase in wind energy deployment worldwide is required to help achieve international targets for decreasing global carbon emissions and limiting the impacts of climate change. In response to global concerns regarding the environmental effects of wind energy, the International Energy Agency Wind Technical Collaborative Program initiated Task 34 – Working Together to Resolve Environmental Effects of Wind Energy or WREN. As part of WREN, this study performed an international assessment with the global wind energy and environmental community to determine priority environmental issues over the next 5‒10 years and help support collaborative interactions among researchers, developers, regulators, and stakeholders. Technical summary A systematic assessment was performed using feedback from the international community to identify priority environmental issues for land-based and offshore wind energy development. Given the global nature of wind energy development, feedback was of interest from all countries where such development is underway or planned to help meet United Nations Intergovernmental Panel on Climate Change targets. The assessment prioritized environmental issues over the next 5–10 years associated with wind energy development and received a total of 294 responses from 28 countries. For land-based wind, the highest-ranked issues included turbine collision risk for volant species (birds and bats), cumulative effects on species and ecosystems, and indirect effects such as avoidance and displacement. For offshore wind, the highest-ranked issues included cumulative effects, turbine collision risk, underwater noise (e.g. marine mammals and fish), and displacement. Emerging considerations for these priorities include potential application to future technologies (e.g. larger turbines and floating turbines), new stressors and species in frontier regions, and cumulative effects for multiple projects at a regional scale. For both land-based and offshore wind, effectiveness of minimization measures (e.g. detection and deterrence technologies) and costs for monitoring, minimization, and mitigation were identified as overarching challenges. Social media summary Turbine collisions and cumulative effects among the international environmental priorities for wind energy development.

17 WIND ENERGY↗

Shock acceleration in active galactic nuclei and quasars

A model of spherical accretion on a massive black hole as the energy source for active galactic nuclei and quasars is considered. According to the model, the kinetic energy of the infalling material is randomized by a collisionless shock around the black hole. Relativistic protons are produced with high efficiency via first order Fermi shock acceleration and, because their kinetic energy is much larger than the gravitational potential energy, do not fall into the black hole. The model can produce relativistic particles with flat spectra needed to account for the radiation from these sources, including their broad band spectral characteristics. Since all electrons are secondaries resulting from proton-proton collisions throughout the volume of the source, this model avoids the Compton catastrophe problem.

Kazanas, D.↗

Collisional quenching of O(1D) by O(3P)

Metastable O(1D) atoms may be quenched in collisions with ground state O(3P) atoms by transitions in the avoided crossing regions of the three lowest 3Pi(g) states of O2 of which the lowest separates to O(3P) + O(3P) and the two upper to O(3P) + O(1D). Quantal calculations of the adiabatic potential energy curves of the 3Pi(g) states are carried out with particular attention to an avoided crossing region in the lowest two states around a nuclear separation of 3.2a(0). Diabatic potential matrix elements are constructed from the adiabatic curves by imposing the requirement that they be smooth everywhere. A multi-state diabatic formulation is used to describe the scattering and the cross-sections for the collision-induced quenching of O(1D) atoms are calculated.

Yee, J.-H.↗

On-the-Fly Generation of Differential Resonance Scattering Probability Distribution Functions for Monte Carlo Codes

Current Monte Carlo codes use one of three models: (1) the asymptotic scattering model, (2) the free gas scattering model, or (3) the S(α,β) model, depending on the neutron energy and the specific Monte Carlo code. This thesis addresses the consequences of using the free gas scattering model, which assumes that the neutron interacts with atoms in thermal motion in a monatomic gas in thermal equilibrium at material temperature, T. Most importantly, the free gas model assumes the scattering cross section is constant over the neutron energy range, which is usually a good approximation for light nuclei, but not for heavy nuclei where the scattering cross section may have several resonances in the epithermal region. Several researchers in the field have shown that the exact resonance scattering model is temperaturedependent, and neglecting the resonances in the lower epithermal range can under-predict resonance absorption due to the upscattering phenomenon mentioned above, leading to an over-prediction of keff by several hundred pcm. Existing methods to address this issue involve changing the neutron weights or implementing an extra rejection scheme in the free gas sampling scheme, and these all involve performing the collision analysis in the center-of-mass frame, followed by a conversion back to the laboratory frame to continue the random walk of the neutron. The goal of this paper was to develop a sampling methodology that (1) accounted for the energydependent scattering cross sections in the collision analysis and (2) was performed in the laboratory frame,avoiding the conversion to the center-of-mass frame. The energy dependence of the scattering cross section was modeled with even-ordered polynomials (2nd and 4th order) to approximate the scattering cross section in Blackshaw’s equations for the moments of the differential scattering PDFs. These moments were used to sample the outgoing neutron speed and angle in the laboratory frame on-the-fly during the random walk of the neutron. Results for criticality studies on fuel pin and fuel assembly calculations using methods developed in this dissertation showed very close comparison to results using the reference Dopplerbroadened rejection correction (DBRC) scheme.

42 ENGINEERING↗