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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
DOE OSTI2024

Experimental Structures of Antibody/MHC-I Complexes Reveal Details of Epitopes Overlooked by Computational Prediction

Abstract mAbs to MHC class I (MHC-I) molecules have proved to be crucial reagents for tissue typing and fundamental studies of immune recognition. To augment our understanding of epitopic sites seen by a set of anti–MHC-I mAb, we determined X-ray crystal structures of four complexes of anti–MHC-I Fabs bound to peptide/MHC-I/β2-microglobulin (pMHC-I). An anti–H2-Dd mAb, two anti–MHC-I α3 domain mAbs, and an anti–β2-microglobulin mAb bind pMHC-I at sites consistent with earlier mutational and functional experiments, and the structures explain allelomorph specificity. Comparison of the experimentally determined structures with computationally derived models using AlphaFold Multimer showed that although predictions of the individual pMHC-I heterodimers were quite acceptable, the computational models failed to properly identify the docking sites of the mAb on pMHC-I. The experimental and predicted structures provide insight into strengths and weaknesses of purely computational approaches and suggest areas that merit additional attention.

Immunology↗
NASA NTRS1985

Computer simulation of environmental, hazard scenarios in space

The development of the Advanced Computer Graphics Laboratory at NASA/JSC will enable NASA engineers to utilize state-of-the-art computer systems to simulate and analyze current and planned space missions. These systems utilize computer graphics to animate automated satellite rendezvous and docking, satellite servicing, tether operations, as well as remote manipulator activities and assembly of large space structures including the space station. These computer simulations enhance the engineering evaluation of possible hazardous scenarios in space by allowing users to view from any point in space these activities and determine if any potential problem could occur.

Brown, R. H.↗
NASA NTRS1991

Soviet automated rendezvous and docking system overview

The Soviets have been performing automated rendezvous and docking for many years. It has been a reliable mode of resupply and reboost. During the course of the Soviet space program, the autodocking system has evolved. The earlier IGLA system was replaced with the current KURS system. Both systems are radar-based. The variation in strength between antennas is used for computing relative positions and attitudes. The active spacecraft has a transponder. From discussions with Soviet engineers, it seems the docking process can be controlled either from the ground or from the active (docking) spacecraft's onboard computer. The unmanned Progress resupply ships regularly dock with the current MIR Space Station. The Soyuz T spacecraft incorporated the IGLA system, and the later Soyuz TM and Progress M Series spacecraft incorporated the KURS. The MIR Complex has both systems installed. The rear port and the KVANT docking port have the IGLA system installed to support earlier Progress ships that use the IGLA. The first Soyuz TM docking occurred in May of 1986, while the first Progress M docked in September of 1989.

Hinman, Elaine M.↗
DOE OSTI2020

D3R grand challenge 4: blind prediction of protein–ligand poses, affinity rankings, and relative binding free energies

The Drug Design Data Resource (D3R) aims to identify best practice methods for computer aided drug design through blinded ligand pose prediction and affinity challenges. Herein, we report on the results of Grand Challenge 4 (GC4). GC4 focused on proteins beta secretase 1 and Cathepsin S, and was run in an analogous manner to prior challenges. In Stage 1, participant ability to predict the pose and affinity of BACE1 ligands were assessed. Following the completion of Stage 1, all BACE1 co-crystal structures were released, and Stage 2 tested affinity rankings with co-crystal structures. Finally, we provide an analysis of the results and discuss insights into determined best practice methods.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2020

Evaluating kratom alkaloids using PHASE

Kratom is a botanical substance that is marketed and promoted in the US for pharmaceutical opioid indications despite having no US Food and Drug Administration approved uses. Kratom contains over forty alkaloids including two partial agonists at the mu opioid receptor, mitragynine and 7-hydroxymitragynine, that have been subjected to the FDA’s scientific and medical evaluation. However, pharmacological and toxicological data for the remaining alkaloids are limited. Therefore, we applied the Public Health Assessment via Structural Evaluation (PHASE) protocol to generate in silico binding profiles for 25 kratom alkaloids to facilitate the risk evaluation of kratom. PHASE demonstrates that kratom alkaloids share structural features with controlled opioids, indicates that several alkaloids bind to the opioid, adrenergic, and serotonin receptors, and suggests that mitragynine and 7-hydroxymitragynine are the strongest binders at the mu opioid receptor. Subsequently, the in silico binding profiles of a subset of the alkaloids were experimentally verified at the opioid, adrenergic, and serotonin receptors using radioligand binding assays. The verified binding profiles demonstrate the ability of PHASE to identify potential safety signals and provide a tool for prioritizing experimental evaluation of high-risk compounds.

60 APPLIED LIFE SCIENCES↗
NASA NTRS1974

Unmanned docking

An algorithm is developed which effects unmanned docking of two space vehicles. The docking is controlled by an onboard computer and sensor. Control laws are expressed in two phase-plane trajectories such that modest computer load results. Simulation reveals time-fuel trades and effects of orbit, noise, etc.

Pace, M.↗
NASA NTRS1991

A method for modeling contact dynamics for automated capture mechanisms

Logicon Control Dynamics develops contact dynamics models for space-based docking and berthing vehicles. The models compute contact forces for the physical contact between mating capture mechanism surfaces. Realistic simulation requires proportionality constants, for calculating contact forces, to approximate surface stiffness of contacting bodies. Proportionality for rigid metallic bodies becomes quite large. Small penetrations of surface boundaries can produce large contact forces.

Williams, Philip J.↗
NASA NTRS1998

Expedition 1 Crew Resource Reel

This video shows footage of the Expedition 1 crew, William Shepherd, Yuri Gidzenko, and Sergei Krikalev, training for their stay on the International Space Station. Shepherd is seen training in the Soyuz spacecraft and inspecting the Service Module and Node 1. The three crewmembers are seen training for winter survival and extravehicular activity (in the Neutral Buoyancy Lab). They are taught how to use the fire extinguishers and extravehicular activity tools. Scenes show Gidzenko training in the crew compartment trainer and on the Mir Space Station and Krikalev on the STS-60 mission. A computer animation shows the Soyuz spacecraft docking with the Service Module.

Source record↗
NASA NTRS1980

Simulators for Safer Shipping

Each year one ship out of every five afloat collides with another vessel, rams a dock, or runs a ground. CAORF (Computer Aided Operations Research Facility), designed and built by Sperry Rand Corporation, incorporates technology developed in a wide variety of aerospace simulation and technical training programs. CAORF can be set up to duplicate the exact handling qualities of any vessel under various conditions of wind, tide and current. Currently a dozen different ships can be "plugged in." Bridge instrumentation is typical of modern shipboard equipment including radar, internal and external c.ommunications and new collision avoidance systems. From repetitive operation of simulated ships, MarAd is building a valuable data base for improving marine safety.

Source record↗
NASA NTRS1994

Neural networks: Alternatives to conventional techniques for automatic docking

Automatic docking of orbiting spacecraft is a crucial operation involving the identification of vehicle orientation as well as complex approach dynamics. The chaser spacecraft must be able to recognize the target spacecraft within a scene and achieve accurate closing maneuvers. In a video-based system, a target scene must be captured and transformed into a pattern of pixels. Successful recognition lies in the interpretation of this pattern. Due to their powerful pattern recognition capabilities, artificial neural networks offer a potential role in interpretation and automatic docking processes. Neural networks can reduce the computational time required by existing image processing and control software. In addition, neural networks are capable of recognizing and adapting to changes in their dynamic environment, enabling enhanced performance, redundancy, and fault tolerance. Most neural networks are robust to failure, capable of continued operation with a slight degradation in performance after minor failures. This paper discusses the particular automatic docking tasks neural networks can perform as viable alternatives to conventional techniques.

Vinz, Bradley L.↗
NASA NTRS1998

Robust Real-Time Wide-Area Differential GPS Navigation

The present invention provides a method and a device for providing superior differential GPS positioning data. The system includes a group of GPS receiving ground stations covering a wide area of the Earth's surface. Unlike other differential GPS systems wherein the known position of each ground station is used to geometrically compute an ephemeris for each GPS satellite. the present system utilizes real-time computation of satellite orbits based on GPS data received from fixed ground stations through a Kalman-type filter/smoother whose output adjusts a real-time orbital model. ne orbital model produces and outputs orbital corrections allowing satellite ephemerides to be known with considerable greater accuracy than from die GPS system broadcasts. The modeled orbits are propagated ahead in time and differenced with actual pseudorange data to compute clock offsets at rapid intervals to compensate for SA clock dither. The orbital and dock calculations are based on dual frequency GPS data which allow computation of estimated signal delay at each ionospheric point. These delay data are used in real-time to construct and update an ionospheric shell map of total electron content which is output as part of the orbital correction data. thereby allowing single frequency users to estimate ionospheric delay with an accuracy approaching that of dual frequency users.

Yunck, Thomas P.↗
NASA NTRSDate not supplied

Automated Software for Manned Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C Dempsey↗
NASA NTRSDate not supplied

Automated Software for Manned Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C. Dempsey↗
NASA NTRSDate not supplied

Automated Software for Crewed Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C Dempsey↗
NASA NTRSDate not supplied

Automated Software for Crewed Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a unique private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed along with evolution of the system in preparation for the second uncrewed test flight. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies.

Robert C. Dempsey↗
NASA NTRS1991

Manned versus unmanned rendezvous and capture

Rendezvous and capture (docking) operations may be performed either automatically or under manual control. In cases where humans are far from the mission site, or high-bandwidth communications lines are not in place, automation is the only option. Such might be the case with unmanned missions to the moon or Mars that involve orbital docking or cargo transfer. In crewed situations where sensors, computation capabilities, and other necessary instrumentation are unavailable, manual control is the only alternative. Power, mass, cost, or other restrictions may limit the availability of the machinery required for an automated rendezvous and capture. The only occasions for which there is a choice about whether to use automated or manual control are those where the vehicle(s) have both the crew and instrumentation necessary to perform the mission either way. The following discussion will focus on the final approach or capture (docking) maneuver. The maneuvers required for long-range rendezvous operations are calculated by computers. It is almost irrelevant whether it is an astronaut, watching a count-down timer who pushes the button firing the thruster or whether the computer keeps track of the time and fires with the astronaut monitoring. The actual manual workload associated with a mission that may take as long as hours or days to perform is small. The workload per unit time increases tremendously during the final approach (docking) phase and this is where the issue of manual versus automatic is more important.

Brody, Adam R.↗
NASA NTRS1986

Contact dynamics math model

The Space Station Mechanism Test Bed consists of a hydraulically driven, computer controlled six degree of freedom (DOF) motion system with which docking, berthing, and other mechanisms can be evaluated. Measured contact forces and moments are provided to the simulation host computer to enable representation of orbital contact dynamics. This report describes the development of a generalized math model which represents the relative motion between two rigid orbiting vehicles. The model allows motion in six DOF for each body, with no vehicle size limitation. The rotational and translational equations of motion are derived. The method used to transform the forces and moments from the sensor location to the vehicles' centers of mass is also explained. Two math models of docking mechanisms, a simple translational spring and the Remote Manipulator System end effector, are presented along with simulation results. The translational spring model is used in an attempt to verify the simulation with compensated hardware in the loop results.

Glaese, John R.↗