SEARCH · Search NASA

Results for “Autonomy”

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.

SourceResearch connectionFrom yearThrough year

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

At least 685 records · Page 38

All sources NASA NTRS DOE OSTI

NASA NTRS2004

An aerobot for global in situ exploration of Titan

This paper describes the design and component testing of an aerobot that would be capable of global in situ exploration of Saturn's moon, Titan, over a 6 to 12 month mission lifetime. The proposed aerobot is a propeller-driven, buoyant vehicle that resembles terrestrial airships. However, the extremely cold Titan environment requires the use of cryogenic materials of construction and careful thermal design for protection of temperature-sensitive payload elements. Multiple candidate balloon materials have been identified based on extensive laboratory testing at 77 K. The most promising materials to date are laminates comprised of polyester fabrics and/or films with areal densities in the range of 40-100 g/m2. The aerobot hull is a streamlined ellipsoid 14 meters in length with a maximum diameter of 3 meters. The enclosed volume of 60 m3 is sufficient to float a mass of 234 kg at a maximum altitude of 8 km at Titan. Forward and aft ballonets are located inside the hull to enable the aerobot to descend to the surface while preserving a fully inflated streamlined shape. Altitude changes are effected primarily through thrust vectoring of the twin main propellers, with pressure modulated buoyancy change via the ballonets available as a slower backup option. A total of 100 W of electrical power is provided to the vehicle by a radioisotope power supply. Up to half of this power is available to the propulsion system to generate a top flight speed in the range of 1-2 m/s. This speed is expected to be greater than the near surface winds at Titan, enabling the aerobot to fly to and hover over targets of interest. A preliminary science payload has been devised for the aerobot to give it the capability for aerial imaging of the surface, atmospheric observations and sampling, and surface sample acquisition and analysis. Targeting, hovering, surface sample acquisition and vehicle health monitoring and automatic safing actions will all require significant on-board autonomy due to the over two hour round trip light time between Titan and Earth. An autonomy architecture and a core set of perception, reasoning and control technologies is under development using a free-flying airship testbed of approximately the same size as the proposed Titan aerobot. Data volume from the Titan science mission is expected to be on the order of 100-300 Mbit per day transmitted either direct to Earth through an 0.8 m high gain antenna or via an orbiter relay using an omni-directional antenna on the aerobot.

mobility↗

NASA NTRS2003

On-board autonomous attitude maneuver planning for planetary spacecraft using genetic algorithms

A key enabling technology that leads to greater spacecraft autonomy is the capability to autonomously and optimally slew the spacecraft from and to different attitudes while operating under a number of celestial and dynamic constraints. The task of finding an attitude trajectory that meets all the constraints is a formidable one, in particular for orbiting or fly-by spacecraft where the constraints and initial and final conditions are of time-varying nature. This paper presents an approach for attitude path planning that makes full use of a priori constraint knowledge and is computationally tractable enough to be executed on-board a spacecraft. The approach is based on incorporating the constraints into a cost function and using a Genetic Algorithm to iteratively search for and optimize the solution. This results in a directed random search that explores a large part of the solution space while maintaining the knowledge of good solutions from iteration to iteration. A solution obtained this way may be used 'as is' or as an initial solution to initialize additional deterministic optimization algorithms. A number of example simulations are presented including the case examples of a generic Europa Orbiter spacecraft in cruise as well as in orbit around Europa. The search times are typically on the order of minutes, thus demonstrating the viability of the presented approach. The results are applicable to all future deep space missions where greater spacecraft autonomy is required. In addition, onboard autonomous attitude planning greatly facilitates navigation and science observation planning, benefiting thus all missions to planet Earth as well.

genetic algorithm↗

NASA NTRS2006

Biologically-Inspired Concepts for Autonomic Self-Protection in Multiagent Systems

Biologically-inspired autonomous and autonomic systems (AAS) are essentially concerned with creating self-directed and self-managing systems based on metaphors &om nature and the human body, such as the autonomic nervous system. Agent technologies have been identified as a key enabler for engineering autonomy and autonomicity in systems, both in terms of retrofitting into legacy systems and in designing new systems. Handing over responsibility to systems themselves raises concerns for humans with regard to safety and security. This paper reports on the continued investigation into a strand of research on how to engineer self-protection mechanisms into systems to assist in encouraging confidence regarding security when utilizing autonomy and autonomicity. This includes utilizing the apoptosis and quiescence metaphors to potentially provide a self-destruct or self-sleep signal between autonomic agents when needed, and an ALice signal to facilitate self-identification and self-certification between anonymous autonomous agents and systems.

Sterritt, Roy↗

NASA NTRS2006

An Abstract Plan Preparation Language

This paper presents a new planning language that is more abstract than most existing planning languages such as the Planning Domain Definition Language (PDDL) or the New Domain Description Language (NDDL). The goal of this language is to simplify the formal analysis and specification of planning problems that are intended for safety-critical applications such as power management or automated rendezvous in future manned spacecraft. The new language has been named the Abstract Plan Preparation Language (APPL). A translator from APPL to NDDL has been developed in support of the Spacecraft Autonomy for Vehicles and Habitats Project (SAVH) sponsored by the Explorations Technology Development Program, which is seeking to mature autonomy technology for application to the new Crew Exploration Vehicle (CEV) that will replace the Space Shuttle.

Butler, Ricky W.↗

NASA NTRS2006

Advanced Technologies for Future Spacecraft Cockpits and Space-based Control Centers

The National Aeronautics and Space Administration (NASA) is embarking on a new era of Space Exploration, aimed at sending crewed spacecraft beyond Low Earth Orbit (LEO), in medium and long duration missions to the Lunar surface, Mars and beyond. The challenges of such missions are significant and will require new technologies and paradigms in vehicle design and mission operations. Current roles and responsibilities of spacecraft systems, crew and the flight control team, for example, may not be sustainable when real-time support is not assured due to distance-induced communication lags, radio blackouts, equipment failures, or other unexpected factors. Therefore, technologies and applications that enable greater Systems and Mission Management capabilities on-board the space-based system will be necessary to reduce the dependency on real-time critical Earth-based support. The focus of this paper is in such technologies that will be required to bring advance Systems and Mission Management capabilities to space-based environments where the crew will be required to manage both the systems performance and mission execution without dependence on the ground. We refer to this concept as autonomy. Environments that require high levels of autonomy include the cockpits of future spacecraft such as the Mars Exploration Vehicle, and space-based control centers such as a Lunar Base Command and Control Center. Furthermore, this paper will evaluate the requirements, available technology, and roadmap to enable full operational implementation of onboard System Health Management, Mission Planning/re-planning, Autonomous Task/Command Execution, and Human Computer Interface applications. The technology topics covered by the paper include enabling technology to perform Intelligent Caution and Warning, where the systems provides directly actionable data for human understanding and response to failures, task automation applications that automate nominal and Off-nominal task execution based on human input or integrated health state-derived conditions. Shifting from Systems to Mission Management functions, we discuss the role of automated planning applications (tactical planning) on-board, which receive data from the other cockpit automation systems and evaluate the mission plan against the dynamic systems and mission states and events, to provide the crew with capabilities that enable them to understand, change, and manage the timeline of their mission. Lastly, we discuss the role of advanced human interface technologies that organize and provide the system md mission information to the crew in ways that maximize their situational awareness and ability to provide oversight and control of aLl the automated data and functions.

Garcia-Galan, Carlos↗

NASA NTRS2003

An Approach to Autonomous Operations for Remote Mobile Robotic Exploration

This viewgraph presentation addresses the use of autonomy for remote mobile robotic exploration. The contents include; 1) Why Use Autonomy?; 2) What Are Some Options? JPL (Reasoning); 3) More Options.. . (Modeling); 4) The CLEaR Control System (Closed Loop Execution and Recovery); 5) Method of Response; 6) Overall Goal; 7) CLEaR in Action; 8) Initial Scenario; 9) Initial Scenario - Planned; 10) Unforeseen Events; and 11) Ongoing Research.

rovers↗

NASA NTRS2007

Solving the AI Planning Plus Scheduling Problem Using Model Checking via Automatic Translation from the Abstract Plan Preparation Language (APPL) to the Symbolic Analysis Laboratory (SAL)

This paper describes a translator from a new planning language named the Abstract Plan Preparation Language (APPL) to the Symbolic Analysis Laboratory (SAL) model checker. This translator has been developed in support of the Spacecraft Autonomy for Vehicles and Habitats (SAVH) project sponsored by the Exploration Technology Development Program, which is seeking to mature autonomy technology for the vehicles and operations centers of Project Constellation.

Butler, Ricky W.↗

NASA NTRS2006

Preliminary C3 Loading Analysis for Future High-Altitude Unmanned Aircraft in the NAS

This document provides a preliminary assessment and summary of the command, control, and communications (C(sup 3)) loading requirements of a generic future high-altitude, long-endurance unmanned aircraft (UA) operating at in the National Airspace System. Two principal types of C(sup 3) traffic are considered in our analysis: communications links providing air traffic services (ATS) to the UA and its human pilot, and the command and control data links enabling the pilot to operate the UA remotely. we have quantified the loading requirements of both types of traffic for two different assumed levels of UA autonomy. Our results indicate that the potential use of UA-borne relays for the ATS links, and the degree of autonomy exercised by the UA during the departure and arrival phases of its flight, will be among the key drivers of C(sup 3) loading and bandwidth requirements.

Ho, Yan-Shek↗

NASA NTRS2009

Surface Habitat Systems

The Surface Habitat Systems (SHS) Focused Investment Group (FIG) is part of the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) effort to provide a focused direction and funding to the various projects that are working on human surface habitat designs and technologies for the planetary exploration missions. The overall SHS-FIG effort focuses on directing and guiding those projects that: 1) develop and demonstrate new surface habitat system concepts, innovations, and technologies to support human exploration missions, 2) improve environmental systems that interact with human habitats, 3) handle and emplace human surface habitats, and 4) focus on supporting humans living and working in habitats on planetary surfaces. The activity areas of the SHS FIG described herein are focused on the surface habitat project near-term objectives as described in this document. The SHS-FIG effort focuses on mitigating surface habitat risks (as identified by the Lunar Surface Systems Project Office (LSSPO) Surface Habitat Element Team; and concentrates on developing surface habitat technologies as identified in the FY08 gap analysis. The surface habitat gap assessment will be updated annually as the surface architecture and surface habitat definition continues to mature. These technologies are mapped to the SHS-FIG Strategic Development Roadmap. The Roadmap will bring to light the areas where additional innovative efforts are needed to support the development of habitat concepts and designs and the development of new technologies to support of the LSSPO Habitation Element development plan. Three specific areas of development that address Lunar Architecture Team (LAT)-2 and Constellation Architecture Team (CxAT) Lunar habitat design issues or risks will be focused on by the SHS-FIG. The SHS-FIG will establish four areas of development that will help the projects prepare in their planning for surface habitat systems development. Those development areas are the 1) surface habitat concept definition, 2) inflatable surface habitat development, and 3) autonomous habitat operations, and 4) cross-cutting / systems engineering. In subsequent years, the SHS-FIG will solicit a call for innovations and technologies that will support the development of these four development areas. The other development areas will be assessed yearly and identified on the SHS-FIG s Strategic Development Roadmap. Initial investment projects that are funded by the Constellation Program Office (CxPO), LSSPO, or the Exploration Technology Development Projects (ETDP) will also be included on the Roadmap. For example, in one or two years from now, the autonomous habitat operations and testbed would collaborations with the Integrated Systems Health Management (ISHM) and Automation for Operations ETDP projects, which will give the surface habitat projects an integrated habitat autonomy testbed to test software and systems. The SHS-FIG scope is to provide focused direction for multiple innovations, technologies and subsystems that are needed to support humans at a remote planetary surface habitat during the concept development, design definition, and integration phases of that project. Subsystems include: habitability, lightweight structures, power management, communications, autonomy, deployment, outfitting, life support, wireless connectivity, lighting, thermal and more.

Kennedy, Kriss J.↗

NASA NTRS2008

Improved CLARAty Functional-Layer/Decision-Layer Interface

Improved interface software for communication between the CLARAty Decision and Functional layers has been developed. [The Coupled Layer Architecture for Robotics Autonomy (CLARAty) was described in Coupled-Layer Robotics Architecture for Autonomy (NPO-21218), NASA Tech Briefs, Vol. 26, No. 12 (December 2002), page 48. To recapitulate: the CLARAty architecture was developed to improve the modularity of robotic software while tightening coupling between planning/execution and basic control subsystems. Whereas prior robotic software architectures typically contained three layers, the CLARAty contains two layers: a decision layer (DL) and a functional layer (FL).] Types of communication supported by the present software include sending commands from DL modules to FL modules and sending data updates from FL modules to DL modules. The present software supplants prior interface software that had little error-checking capability, supported data parameters in string form only, supported commanding at only one level of the FL, and supported only limited updates of the state of the robot. The present software offers strong error checking, and supports complex data structures and commanding at multiple levels of the FL, and relative to the prior software, offers a much wider spectrum of state-update capabilities.

Estlin, Tara↗

NASA NTRS2005

Identifying Contingency Requirements using Obstacle Analysis on an Unpiloted Aerial Vehicle

This paper describes experience using Obstacle Analysis to identify contingency requirements on an unpiloted aerial vehicle. A contingency is an operational anomaly, and may or may not involve component failure. The challenges to this effort were: ( I ) rapid evolution of the system while operational, (2) incremental autonomy as capabilities were transferred from ground control to software control and (3) the eventual safety-criticality of such systems as they begin to fly over populated areas. The results reported here are preliminary but show that Obstacle Analysis helped (1) identify new contingencies that appeared as autonomy increased; (2) identify new alternatives for handling both previously known and new contingencies; and (3) investigate the continued validity of existing software requirements for contingency handling. Since many mobile, intelligent systems are built using a development process that poses the same challenges, the results appear to have applicability to other similar systems.

fault protection↗

NASA NTRS2001

Human Centered Autonomous and Assistant Systems Testbed for Exploration Operations

The Engineering and Mission Operations Directorates at NASA Johnson Space Center are combining laboratories and expertise to establish the Human Centered Autonomous and Assistant Systems Testbed for Exploration Operations. This is a testbed for human centered design, development and evaluation of intelligent autonomous and assistant systems that will be needed for human exploration and development of space. This project will improve human-centered analysis, design and evaluation methods for developing intelligent software. This software will support human-machine cognitive and collaborative activities in future interplanetary work environments where distributed computer and human agents cooperate. We are developing and evaluating prototype intelligent systems for distributed multi-agent mixed-initiative operations. The primary target domain is control of life support systems in a planetary base. Technical approaches will be evaluated for use during extended manned tests in the target domain, the Bioregenerative Advanced Life Support Systems Test Complex (BIO-Plex). A spinoff target domain is the International Space Station (ISS) Mission Control Center (MCC). Prodl}cts of this project include human-centered intelligent software technology, innovative human interface designs, and human-centered software development processes, methods and products. The testbed uses adjustable autonomy software and life support systems simulation models from the Adjustable Autonomy Testbed, to represent operations on the remote planet. Ground operations prototypes and concepts will be evaluated in the Exploration Planning and Operations Center (ExPOC) and Jupiter Facility.

Malin, Jane T.↗

NASA NTRS2010

Space Toxicology Challenges and Ethical Considerations

Before delineating specific ways that nanotechnology enterprises might contribute to better management of toxicological risks during spaceflight, I will show how ethical considerations and several theories of justice can be applied to nanotechnology strategic plans. The principles that guide an ethical technical enterprise include autonomy, beneficence, non-maleficence, veracity and justice. Veracity (truth) is the underpinning principle; however, beyond this, proponents of nanotechnology must think carefully about balancing conflicting principles. For example, autonomy must yield to beneficence when fearful individuals simply lack knowledge to appreciate nanotechnology's beneficial advances. Justice is a complex topic upon which I will place six models: utilitarian, distributive, free-exchange/choice, individual dignity (social participation), equity vs. greed, and liberation of the poor. After briefly summarizing each model, I will present what I call an iterative-hybrid model of justice to show specifically how our thinking can be applied to nanotechnology enterprises. Within that broad landscape, I will discuss a single feature: how our early effort to understand health risks of carbon nanotubes fits into the iterative model. Finally, I will suggest ways that nanotechnology might advance our management of toxicological risks during spaceflight, but always with an eye toward how such advances might result in a more just world.

James, John T.↗

NASA NTRS2004

Spacecraft Attitude Maneuver Planning Using Genetic Algorithms

A key enabling technology that leads to greater spacecraft autonomy is the capability to autonomously and optimally slew the spacecraft from and to different attitudes while operating under a number of celestial and dynamic constraints. The task of finding an attitude trajectory that meets all the constraints is a formidable one, in particular for orbiting or fly-by spacecraft where the constraints and initial and final conditions are of time-varying nature. This approach for attitude path planning makes full use of a priori constraint knowledge and is computationally tractable enough to be executed onboard a spacecraft. The approach is based on incorporating the constraints into a cost function and using a Genetic Algorithm to iteratively search for and optimize the solution. This results in a directed random search that explores a large part of the solution space while maintaining the knowledge of good solutions from iteration to iteration. A solution obtained this way may be used as is or as an initial solution to initialize additional deterministic optimization algorithms. A number of representative case examples for time-fixed and time-varying conditions yielded search times that are typically on the order of minutes, thus demonstrating the viability of this method. This approach is applicable to all deep space and planet Earth missions requiring greater spacecraft autonomy, and greatly facilitates navigation and science observation planning.

Kornfeld, Richard P.↗

NASA NTRS2012

Advancing Robotic Control for Space Exploration Using Robonaut 2

Robonaut 2, or R2, arrived on the International Space Station (ISS) in February 2011 and is currently being tested in preparation for its role initially as an Intra-Vehicular Activity (IVA) tool and eventually as a robot that performs Extra-Vehicular Activities (EVA). Robonaut 2, is a state of the art dexterous anthropomorphic robotic torso designed for assisting astronauts. R2 features increased force sensing, greater range of motion, higher bandwidth, and improved dexterity over its predecessor. Robonaut 2 is unique in its ability to safely allow humans in its workspace and to perform significant tasks in a workspace designed for humans. The current operational paradigm involves either the crew or the ground control team running semi-autonomous scripts on the robot as both the astronaut and the ground team monitor R2 and the data it produces. While this is appropriate for the check-out phase of operations, the future plans for R2 will stress the current operational framework. The approach described here will outline a suite of operational modes that will be developed for Robonaut 2. These operational modes include teleoperation, shared control, directed autonomy, and supervised autonomy, and they cover a spectrum of human involvement in controlling R2.

Badger, Julia↗

NASA NTRS2013

High Speed Mobility Through On-Demand Aviation

Game changing advances come about by the introduction of new technologies at a time when societal needs create the opportunity for new market solutions. A unique opportunity exists for NASA to bring about such a mobility revolution in General Aviation, extendable to other aviation markets, to maintain leadership in aviation by the United States. This report outlines the research carried out so far under NASA's leadership towards developing a new mobility choice, called Zip Aviation1,2,3. The feasibility, technology and system gaps that need to be addressed, and pathways for successful implementation have been investigated to guide future investment. The past decade indicates exciting trends in transportation technologies, which are quickly evolving. Automobiles are embracing automation to ease driver tasks as well as to completely control the vehicle with added safety (Figure 1). Electric propulsion is providing zero tail-pipe emission vehicles with dramatically lower energy and maintenance costs. These technologies have not yet been applied to aviation, yet offer compelling potential benefits across all aviation markets, and in particular to General Aviation (GA) as an early adopter market. The benefits of such an adoption are applicable in the following areas: 􀁸 Safety: The GA market experiences accident rates that are substantially higher than automobiles or commercial airlines, with 7.5 fatal accidents per 100 million vehicle miles compared to 1.3 for automobiles and.068 for airlines. Approximately 80% of these accidents are caused by some form of pilot error, with another 13% caused by single point propulsion system failure. 􀁸 Emissions: Environmental constraints are pushing for the elimination of 100Low Lead (LL) fuel used in most GA aircraft, with aviation fuel the #1 source of lead emissions into the environment. Aircraft also have no emission control systems (i.e. no catalytic converters etc.), so they are gross hydrocarbon polluters compared to automobiles. 􀁸 Community Noise: Hub and smaller GA airports are facing increasing noise restrictions, and while commercial airliners have dramatically decreased their community noise footprint over the past 30 years, GA aircraft noise has essentially remained same, and moreover, is located in closer proximity to neighborhoods and businesses. 􀁸 Operating Costs: GA operating costs have risen dramatically due to average fuel costs of over $6 per gallon, which has constrained the market over the past decade and resulted in more than 50% lower sales and 35% less yearly operations. Infusion of autonomy and electric propulsion technologies can accomplish not only a transformation of the GA market, but also provide a technology enablement bridge for both larger aircraft and the emerging civil Unmanned Aerial Systems (UAS) markets. The NASA Advanced General Aviation Transport Experiments (AGATE) project successfully used a similar approach to enable the introduction of primary composite structures and flat panel displays in the 1990s, establishing both the technology and certification standardization to permit quick adoption through partnerships with industry, academia, and the Federal Aviation Administration (FAA). Regional and airliner markets are experiencing constant pressure to achieve decreasing levels of community emissions and noise, while lowering operating costs and improving safety. But to what degree can these new technology frontiers impact aircraft safety, the environment, operations, cost, and performance? Are the benefits transformational enough to fundamentally alter aircraft competiveness and productivity to permit much greater aviation use for high speed and On-Demand Mobility (ODM)? These questions were asked in a Zip aviation system study named after the Zip Car, an emerging car-sharing business model. Zip Aviation investigates the potential to enable new emergent markets for aviation that offer "more flexibility than the existing transportation solutions." These studies indicate that autonomy and electric propulsion technology infusions offer a unique opportunity to provide breakthrough capabilities for new high speed, on-demand travel alternatives that can leapfrog the need for future expensive ground-based infrastructure investment. At the same time, such investments offer a method of laying the foundation for these technologies to be incubated for commercial aviation at lower cost, and with lower initial certification thresholds due to the relatively poor capabilities of GA aircraft to permit early adoption and private market capitalization by rapid technology accelerations, as depicted in Figure 2.

Moore, Mark D.↗

NASA NTRS2014

Assessing V and V Processes for Automation with Respect to Vulnerabilities to Loss of Airplane State Awareness

Automation has contributed substantially to the sustained improvement of aviation safety by minimizing the physical workload of the pilot and increasing operational efficiency. Nevertheless, in complex and highly automated aircraft, automation also has unintended consequences. As systems become more complex and the authority and autonomy (A&A) of the automation increases, human operators become relegated to the role of a system supervisor or administrator, a passive role not conducive to maintaining engagement and airplane state awareness (ASA). The consequence is that flight crews can often come to over rely on the automation, become less engaged in the human-machine interaction, and lose awareness of the automation mode under which the aircraft is operating. Likewise, the complexity of the system and automation modes may lead to poor understanding of the interaction between a mode of automation and a particular system configuration or phase of flight. These and other examples of mode confusion often lead to mismanaging the aircraftâ€"TM"s energy state or the aircraft deviating from the intended flight path. This report examines methods for assessing whether, and how, operational constructs properly assign authority and autonomy in a safe and coordinated manner, with particular emphasis on assuring adequate airplane state awareness by the flight crew and air traffic controllers in off-nominal and/or complex situations.

Whitlow, Stephen↗

NASA NTRS2013

Beyond NextGen: AutoMax Overview and Update

Main Message: National and Global Needs - Develop scalable airspace operations management system to accommodate increased mobility needs, emerging airspace uses, mix, future demand. Be affordable and economically viable. Sense of Urgency. Saturation (delays), emerging airspace uses, proactive development. Autonomy is Needed for Airspace Operations to Meet Future Needs. Costs, time critical decisions, mobility, scalability, limits of cognitive workload. AutoMax to Accommodate National and Global Needs. Auto: Automation, autonomy, autonomicity for airspace operations. Max: Maximizing performance of the National Airspace System. Interesting Challenges and Path Forward.

ATM↗