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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1999

Evidence for Directly Driven Auroral Signatures Resulting from Interplanetary Pressure Pulses

It has been observed that the auroral signature of the arrival of an interplanetary pressure pulse at the bow shock causes an initial brightening near noon. Consequently, the bright region propagates to the night side via the dawn and dusk flanks. The delay time for subsequent auroral breakup is observed to vary significantly from seconds to hours. We have examined the 1998 and early 1999 interplanetary pressure pulse events recorded by WIND and ACE (over 35 in all) and correlated these with the Polar UVI data for the events that are imaged. Evidence for directly driven auroral activity resulting from an interplanetary pressure pulse will be discussed as well as the variation of the delay time for auroral breakup.

Spann, J. F., Jr.↗
NASA NTRS2005

Unequal-Arm Interferometry and Ranging in Space

Space-borne interferometric gravitational wave detectors, sensitive in the low-frequency (millihertz) band, will fly in the next decade. In these detectors the spacecraft-to-spacecraft light-traveltimes will necessarily be unequal, time-varying, and (due to aberration) have different time delays on up- and down-links. By using knowledge of the inter-spacecraft light-travel-times and their time evolution it is possible to cancel in post-processing the otherwise dominant laser phase noise and obtain a variety of interferometric data combinations sensitive to gravitational radiation. This technique, which has been named Time-Delay Interferometry (TDI), can be implemented with constellations of three or more formation-flying spacecraft that coherently track each other. As an example application we consider the Laser Interferometer Space Antenna (LISA) mission and show that TDI combinations can be synthesized by properly time-shifting and linearly combining the phase measurements performed on board the three spacecraft. Since TDI exactly suppresses the laser noises when the delays coincide with the light-travel-times, we then show that TDI can also be used for estimating the time-delays needed for its implementation. This is done by performing a post-processing non-linear minimization procedure, which provides an effective, powerful, and simple way for making measurements of the inter-spacecraft light-travel-times. This processing technique, named Time-Delay Interferometric Ranging (TDIR), is highly accurate in estimating the time-delays and allows TDI to be successfully implemented without the need of a dedicated ranging subsystem.

gravitational waves↗
DOE OSTI2023

Evaluating the Feasibility of Using Strain Measured During Sinusoidal Rate Pumping Tests to Characterize an Aquifer

Pumping tests with sinusoidal variation in pumping rate have been proposed as a method for improving aquifer characterization. These tests can interrogate a larger aquifer volume than slug tests and they can be more sensitive to small variations in drawdown. Current methods of using sinusoidal variations of rate are based on measuring pressure signals from the reservoir or aquifer, which requires access to monitoring wells. An alternative approach has been developed that measures the strain in the vadose zone instead of pressure in the reservoir. An instrument has been developed at Clemson University that can measure small strains using optical fiber sensors, and we propose that it can be used to measure strain during sinusoidal pumping tests. The objective of this project is to evaluate the feasibility of measuring and interpreting the vertical strain in the vadose zone generated during a sinusoidal rate pumping tests to estimate aquifer and/or overburden properties. Pumping tests were performed at a site with a water table at 9 m and saturated saprolite from 9 to 30m depth. Sinusoidal pumping tests in the saprolite used different pumping amplitudes and periods while pressure was measured at three piezometers and vertical strain was measured in the vadose zone from 1 to 7 m depth. The delay time of the pressure increased linearly with distance, and it increased with the square root of the period, while the amplitude of the pressure decreased with distance and increased with amplitude. Vertical strain in the vadose zone varied with the same period as the pumping rate and the delay times were similar to those for pressures measured at similar radial distances. Delay times for the strain increased with an increasing propagation of the strain field. The hydraulic diffusivity was estimated using delay times for pressure and strain, and the results were compared with the values estimated from a constant-rate pumping test. The hydraulic diffusivity from the constant rate test was 0.039 m2/sec, whereas it was 0.053 (±0.05) m2/sec and 0.035 (±0.03) m2/sec from the pressure data and 0.08 (±0.022) m2/sec and 0.035 (±0.001) m2/sec from the strain data from sinusoidal tests of various periods and amplitudes. There is no statistical difference among these values. This study indicates that strain measurements in the vadose zone can be used to estimate aquifer properties during sinusoidal pumping tests.

Blais, Riley↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

CTOP↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

integrated demand management↗
DOE OSTI2020

An 8.8 ps RMS Resolution Time-To-Digital Converter Implemented in a 60 nm FPGA with Real-Time Temperature Correction

This paper presented a non-uniform multiphase (NUMP) time-to-digital converter (TDC) implemented in a field-programmable gate array (FPGA) with real-time automatic temperature compensation. NUMP-TDC is a novel, low-cost, high-performance TDC that has achieved an excellent performance in Altera Cyclone V FPGA. The root mean square (RMS) for the intrinsic timing resolution was 2.3 ps. However, the propagation delays in the delay chain of some FPGAs (for example, the Altera Cyclone 10 LP) vary significantly as the temperature changes. Thus, the timing performances of NUMP-TDCs implemented in those FPGAs are significantly impacted by temperature fluctuations. In this study, a simple method was developed to monitor variations in propagation delays using two registers deployed at both ends of the delay chain and compensate for changes in propagation delay using a look-up table (LUT). When the variations exceeded a certain threshold, the LUT for the delay correction was updated, and a bin-by-bin correction was launched. Using this correction approach, a resolution of 8.8 ps RMS over a wide temperature range (5 °C to 80 °C) had been achieved in a NUMP-TDC implemented in a Cyclone 10 LP FPGA.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1972

Control system estimation and design for aerospace vehicles with time delay

The problems of estimation and control of discrete, linear, time-varying systems are considered. Previous solutions to these problems involved either approximate techniques, open-loop control solutions, or results which required excessive computation. The estimation problem is solved by two different methods, both of which yield the identical algorithm for determining the optimal filter. The partitioned results achieve a substantial reduction in computation time and storage requirements over the expanded solution, however. The results reduce to the Kalman filter when no delays are present in the system. The control problem is also solved by two different methods, both of which yield identical algorithms for determining the optimal control gains. The stochastic control is shown to be identical to the deterministic control, thus extending the separation principle to time delay systems. The results obtained reduce to the familiar optimal control solution when no time delays are present in the system.

Allgaier, G. R.↗
NASA NTRS2006

Modular, Microprocessor-Controlled Flash Lighting System

A microprocessor-controlled lighting system generates brief, precisely timed, high-intensity flashes of light for scientific imaging at frame rates up to about 1 kHz. The system includes an array of light-emitting diodes (LEDs) that are driven in synchronism with an externally generated timing signal (for example, a timing signal generated by a video camera). The light output can be varied in peak intensity, pulse duration, pulse delay, and pulse rate, all depending on the timing signal and associated externally generated control signals. The array of LEDs comprises as many as 16 LED panels that can be attached together. Each LED panel is a module consisting of a rectangular subarray of 10 by 20 LEDs of advanced design on a printed-circuit board in a mounting frame with a power/control connector. The LED panels are controlled by an LED control module that contains an AC-to-DC power supply, a control board, and 8 LED-panel driver boards. In prior LED panels, the LEDs are packaged at less than maximum areal densities in bulky metal housings that reduce effective active areas. In contrast, in the present LED panels, the LEDs are packed at maximum areal density so as to afford 100-percent active area and so that when panels are joined side by side to form the array, there are no visible seams between them and the proportion of active area is still 100 percent. Each panel produces an illuminance of .5 x 10( exp 4) lux at a distance of 5.8 in. (approx.1.6 cm). The LEDs are driven according to a pulse-width-modulation control scheme that makes it safe to drive the LEDs beyond their rated steady-state currents in order to generate additional light during short periods. The drive current and the pulse-width modulation for each LED panel can be controlled independently of those of the other 15 panels. The maximum allowable duration of each pulse of drive current is a function of the amount of overdrive, the total time to be spent in overdrive operation, and the limitations of the LEDs. The system is configured to limit the overdrive according to values specific to each type of LED in the array. These values are coded into firmware to prevent inadvertent damage to the LED panels.

Kiefer, Dwayne↗
DOE OSTI2020

Response of PETN detonators to elevated temperatures

In the present study, commercially available detonators with pentaerythritol tetranitrate (PETN) were subjected to elevated temperatures. The detonators were thermally ignited over a range of heating rates to measure ignition delay time and assess detonator violence. The violence of the detonator was quantified by measuring the velocity of the detonator closure disc (or “flyer”). The maximum flyer velocity of a thermally ignited detonator was comparable in magnitude to that obtained by initiating a room temperature pristine detonator with an exploding bridge wire (under the same confinement); however, the high flyer velocity was not an indication of deflagration to detonation transition (DDT) in the thermally ignited detonator. The detonator responded more violently than a thermally ignited detonator when initiated at 95% of the ignition delay time. Furthermore, inoperability thresholds were also measured by varying the detonator temperature and the threshold was found to be sensitive at detonator temperatures below the melting point of PETN.

42 ENGINEERING↗
NASA NTRS2008

Dynamic Routing for Delay-Tolerant Networking in Space Flight Operations

Contact Graph Routing (CGR) is a dynamic routing system that computes routes through a time-varying topology composed of scheduled, bounded communication contacts in a network built on the Delay-Tolerant Networking (DTN) architecture. It is designed to support operations in a space network based on DTN, but it also could be used in terrestrial applications where operation according to a predefined schedule is preferable to opportunistic communication, as in a low-power sensor network. This paper will describe the operation of the CGR system and explain how it can enable data delivery over scheduled transmission opportunities, fully utilizing the available transmission capacity, without knowing the current state of any bundle protocol node (other than the local node itself) and without exhausting processing resources at any bundle router.

CGR↗
DOE OSTI2023

Non-thermal structural transformation of diamond driven by x-rays

Intense x-ray pulses can cause the non-thermal structural transformation of diamond. At the SACLA XFEL facility, pump x-ray pulses triggered this phase transition, and probe x-ray pulses produced diffraction patterns. Time delays were observed from 0 to 250 fs, and the x-ray dose varied from 0.9 to 8.0 eV/atom. The intensity of the (111), (220), and (311) diffraction peaks decreased with time, indicating a disordering of the crystal lattice. From a Debye–Waller analysis, the rms atomic displacements perpendicular to the (111) planes were observed to be significantly larger than those perpendicular to the (220) or (311) planes. At a long time delay of 33 ms, graphite (002) diffraction indicates that graphitization did occur above a threshold dose of 1.2 eV/atom. These experimental results are in qualitative agreement with XTANT+ simulations using a hybrid model based on density-functional tight-binding molecular dynamics.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS2011

Flight Departure Delay and Rerouting Under Uncertainty in En Route Convective Weather

Delays caused by uncertainty in weather forecasts can be reduced by improving traffic flow management decisions. This paper presents a methodology for traffic flow management under uncertainty in convective weather forecasts. An algorithm for assigning departure delays and reroutes to aircraft is presented. Departure delay and route assignment are executed at multiple stages, during which, updated weather forecasts and flight schedules are used. At each stage, weather forecasts up to a certain look-ahead time are treated as deterministic and flight scheduling is done to mitigate the impact of weather on four-dimensional flight trajectories. Uncertainty in weather forecasts during departure scheduling results in tactical airborne holding of flights. The amount of airborne holding depends on the accuracy of forecasts as well as the look-ahead time included in the departure scheduling. The weather forecast look-ahead time is varied systematically within the experiments performed in this paper to analyze its effect on flight delays. Based on the results, longer look-ahead times cause higher departure delays and additional flying time due to reroutes. However, the amount of airborne holding necessary to prevent weather incursions reduces when the forecast look-ahead times are higher. For the chosen day of traffic and weather, setting the look-ahead time to 90 minutes yields the lowest total delay cost.

Mukherjee, Avijit↗
NASA NTRS1990

Interpolation schemes in the control of systems with unknown dynamics

Time-delay control for systems with unknown dynamics involves estimations. In its present form, these estimations include not only the interpolation of a time-varying function but also its derivative between data points. Presently, the control law is reformulated, taking into account the computation delay. A window-shifting scheme is then devised to view n data points as they are sampled in order to perform the function estimation. At each new sampling time, the window shifts to include the new data point as well as the last n-1 points. Several interpolation methods are considered. These methods use data points from a sampled function to construct a polynomial estimate of the function. The control system performance was experimentally tested using a servosystem. The results show that a Newtonian interpolation provided best results when the computation time was 0.4 times the sampling period.

Youcef-Toumi, K.↗
DOE OSTI2025

Nitric oxide molecular tagging velocimetry of a free-flight model in a reflected shock tunnel

Nitric oxide molecular tagging velocimetry (NO MTV) is used to characterize the wake behind a free-flight spherical model in the test section of a free-piston reflected shock tunnel using a burst-mode laser operated at 100 kHz. A novel (to our knowledge) multi-delay timing scheme was implemented to measure velocity in a varying collisional environment in the wake of the free-flight model. Four simultaneous velocity profiles were measured in the wake of the model from -600 to 3600 m/s for flow enthalpies of 10.3 and 12.0 MJ/kg. Finally, the measured velocity distributions show good agreement when compared to computational fluid dynamics (CFD) modeling.

47 OTHER INSTRUMENTATION↗
DOE OSTI2021

Network Based Estimation of Wind Farm Power and Velocity Data Under Changing Wind Direction

This paper describes an estimation algorithm for velocity and power output signals in a wind farm under changing wind direction. A graph-theoretic definition describes the wind farm as a collection of nodes (turbines) and time-varying weighted edges (inter-turbine wake propagation) that change as a function of incoming wind direction. The velocity at each turbine is determined through a discrete input-output model. Changes in wind direction serve as the input and the output is defined in terms of a time-varying weighted adjacency matrix that depends on the time-delay of information propagation between turbines. These delays, which are defined in terms of the advection speed of the wind and the distance between the turbines, capture the delayed effect of wind direction changes on the inter-connectivity of the graph as the wind conditions at the farm inlet propagate through the turbine array. An event-based update framework is employed to capture time-dependent topology changes due to shifts in wind direction. Simulation results for dynamically changing wind inlet directions to a circular wind farm are compared to predictions from both the static and dynamic versions of the FLOw Redirection and Induction in Steady State (FLORIS) model. The approach is shown to enable real-time tracking of dynamic changes to wind farm power output within a framework that can be easily integrated into real-time, horizon-based, control strategies that typically do not account for wind direction changes.

distributed↗
NASA NTRS2012

Optimal Integration of Departure and Arrivals in Terminal Airspace

Coordination of operations with spatially and temporally shared resources such as route segments, fixes, and runways improves the efficiency of terminal airspace management. Problems in this category include scheduling and routing, thus they are normally difficult to solve compared with pure scheduling problems. In order to reduce the computational time, a fast time algorithm formulation using a non-dominated sorting genetic algorithm (NSGA) was introduced in this work and applied to a test case based on existing literature. The experiment showed that new method can solve the whole problem in fast time instead of solving sub-problems sequentially with a window technique. The results showed a 60% or 406 second delay reduction was achieved by sharing departure fixes (more details on the comparison with MILP results will be presented in the final paper). Furthermore, the NSGA algorithm was applied to a problem in LAX terminal airspace, where interactions between 28% of LAX arrivals and 10% of LAX departures are resolved by spatial segregation, which may introduce unnecessary delays. In this work, spatial segregation, temporal segregation, and hybrid segregation were formulated using the new algorithm. Results showed that spatial and temporal segregation approaches achieved similar delay. Hybrid segregation introduced much less delay than the other two approaches. For a total of 9 interacting departures and arrivals, delay reduction varied from 4 minutes to 6.4 minutes corresponding flight time uncertainty from 0 to 60 seconds. Considering the amount of flights that could be affected, total annual savings with hybrid segregation would be significant.

high density terminal↗
NASA NTRS1986

Relation between solar narrow-band decimeter wave bursts and associated X-ray bursts

Results are reported of an initial comparison of solar narrow-band decimeter wave spike bursts with corresponding X-ray events for 25 solar flares. Contrary to the rather straighforward temporal and spatial relations which exist between typical impulsive microwave and X-ray bursts, narrow-band decimeter wave spike bursts show complex temporal structure relative to the associated X-ray features. The time delay between the hard X-ray and microwave emission peaks varies from -2 to 8 seconds. The associated X-ray events are very weak in intensity, are spectrally very soft, and do not show any peculiar spectral features. Although the total number of bursts is small, it is found that decimeter spike bursts are 100 to 1000 times stronger than normal impulsive microwave bursts for the same observed amount of hard X-ray emission. This feature, supplemented by the fact that 100% circular polarization is observed, strongly supports a maser origin for the decimeter spike bursts.

Enome, Shinzo↗
NASA NTRS1999

Speed Profiles for Deceleration Guidance During Rollout and Turnoff (ROTO)

Two NASA goals are to enhance airport safety and to improve capacity in all weather conditions. This paper contributes to these goals by examining speed guidance profiles to aid a pilot in decelerating along the runway to an exit. A speed profile essentially tells the pilot what the airplane's speed should be as a function of where the airplane is on the runway. While it is important to get off the runway as soon as possible (when striving to minimize runway occupancy time), the deceleration along a speed profile should be constrained by passenger comfort. Several speed profiles are examined with respect to their maximum decelerations and times to reach exit speed. One profile varies speed linearly with distance; another has constant deceleration; and two related nonlinear profiles delay maximum deceleration (braking) to reduce time spent on the runway.

Barker, L. Keith↗