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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1989

Optical Tracker For Longwall Coal Shearer

Photographic record yields information for correction of vehicle path. Tracking system records lateral movements of longwall coal-shearing vehicle. System detects lateral and vertical deviations of path of vehicle moving along coal face, shearing coal as it goes. Rides on rails in mine tunnel, advancing on toothed track in one of rails. As vehicle moves, retroreflective mirror rides up and down on teeth, providing series of pulsed reflections to film recorder. Recorded positions of pulses, having horizontal and vertical orientations, indicate vertical and horizontal deviations, respectively, of vehicle.

Poulsen, Peter D.↗
NASA NTRS2010

360-Degree Visual Detection and Target Tracking on an Autonomous Surface Vehicle

This paper describes perception and planning systems of an autonomous sea surface vehicle (ASV) whose goal is to detect and track other vessels at medium to long ranges and execute responses to determine whether the vessel is adversarial. The Jet Propulsion Laboratory (JPL) has developed a tightly integrated system called CARACaS (Control Architecture for Robotic Agent Command and Sensing) that blends the sensing, planning, and behavior autonomy necessary for such missions. Two patrol scenarios are addressed here: one in which the ASV patrols a large harbor region and checks for vessels near a fixed asset on each pass and one in which the ASV circles a fixed asset and intercepts approaching vessels. This paper focuses on the ASV's central perception and situation awareness system, dubbed Surface Autonomous Visual Analysis and Tracking (SAVAnT), which receives images from an omnidirectional camera head, identifies objects of interest in these images, and probabilistically tracks the objects' presence over time, even as they may exist outside of the vehicle's sensor range. The integrated CARACaS/SAVAnT system has been implemented on U.S. Navy experimental ASVs and tested in on-water field demonstrations.

ASV (AUTONOMOUS SEA SURFACE VEHICLE)↗
NASA NTRS2019

Airborne Radar for sUAS Sense and Avoid

A primary challenge for the safe integration of small UAS operations into the National Airspace System (NAS) is traffic deconfliction, both from manned and unmanned aircraft. The UAS Traffic Management (UTM) project being conducted at the National Aeronautics and Space Administration (NASA) considers a layered approach to separation provision, ranging from segregation of operations through airspace volumes (geofences) to autonomous sense and avoid (SAA) technologies for higher risk, densely occupied airspace. Cooperative SAA systems, such as Automatic Dependent Surveillance-Broadcast (ADS-B) and/or vehicle-to-vehicle communication systems provide significant additional risk mitigation but they fail to adequately mitigate collision risks for non-cooperative (non-transponder equipped) airborne aircraft. The RAAVIN (Radar on Autonomous Aircraft to Verify ICAROUS Navigation) flight test being conducted by NASA and the Mid-Atlantic Aviation Partnership (MAAP) was designed to investigate the applicability and performance of a prototype, commercially available sUAS radar to detect and track non-cooperative airborne traffic, both manned and unmanned. The radar selected for this research was a Frequency Modulated Continuous Wave (FMCW) radar with 120 degree azimuth and 80 degree elevation field of view operating at 24.55GHz center frequency with a 200 MHz bandwidth. The radar transmits 2 watts of power thru a Metamaterial Electronically Scanning Array antenna in horizontal polarization. When the radar is transmitting, personnel must be at least 1 meter away from the active array to limit nonionizing radiation exposure. The radar physical dimensions are 18.7cm by 12.1cm by 4.1cm and it weighs less than 820 grams making it well suited for installation on small UASs. The onboard, SAA capability, known as ICAROUS, (Independent Configurable Architecture for Reliable Operations of Unmanned Systems), developed by NASA to support sUAS operations, will provide autonomous guidance using the traffic radar tracks from the onboard radar. The RAAVIN set of studies will be conducted in three phases. The first phase included outdoor, ground-based radar evaluations performed at the Virginia Tech’s Kentland Farm testing range in Blacksburg, VA. The test was designed to measure how well the radar could detect and track a small UAS flying in the radar’s field of view. The radar was used to monitor 5 test flights consisting of outbound, inbound and crossing routes at different ranges and altitudes. The UAS flown during the ground test was the Inspire 2, a quad copter weighing less than 4250 grams (10 pounds) at maximum payload. The radar was set up to scan and track targets over its full azimuthal field of view from 0 to 40 degrees in elevation. The radar was configured to eliminate tracks generated from any targets located beyond 2000 meters from the radar and moving at velocities under 1.45 meters per second. For subsequent phases of the study the radar will be integrated with a sUAS platform to evaluate its performance in flight for SAA applications ranging from sUAS to manned GA aircraft detections and tracking. Preliminary data analysis from the first outdoor ground tests showed the radar performed well at tracking the vehicle as it flew outbound and repeatedly maintained a track out to 1000 meters (maximum 1387 meters) until the vehicle slowed to a stop to reverse direction to fly inbound. As the Inspire flew inbound tracks from beyond 800 meters, a reacquisition time delay was consistently observed between when the Inspire exceeds a speed of 1.45 meters per second and when the radar indicated an inbound target was present and maintained its track. The time delay varied between 6 seconds to over 37 seconds for the inbound flights examined, and typically resulted in about a 200 meter closure distance before the Inspire track was maintained. The radar performed well at both acquiring and tracking the vehicle as it flew crossing routes out past 400 meters across the azimuthal field of view. The radar and ICAROUS software will be integrated and flown on a BFD-1400-SE8-E UAS during the next phase of the RAAVIN project. The main goal at the conclusion of this effort is to determine if this radar technology can reliably support minimum requirements for SAA applications of sUAS. In particular, the study will measure the range of vehicle detections, lateral and vertical angular errors, false and missed/late detections, and estimated distance at closest point of approach after an avoidance maneuver is executed. This last metric is directly impacted by sensor performance and indicates its suitability for the task.

Szatkowski, George N.↗
NASA NTRS2017

An Integrated System for Autonomous Search and Track with a Small Unmanned Aerial Vehicle

This article presents a framework for searching, detecting, and tracking an object of interest with a small unmanned aerial vehicle (sUAV). The vehicle is given an area to search for an object of interest. Once the object is detected, the sUAV follows the target while maintaining a fixed distance and centered on its image plane. This paper describes an architecture for integrating autonomy capabilities for search and track for sUAVs. The system has been implemented in the Robot Operating System (ROS) framework using the Parrot ARDrone platform. In this paper we present our technical approach, the system architecture and demonstrate the principles of the approach in a simulation environment and indoor flight tests.

Unmanned Aerial Vehicle↗
NASA NTRS1985

External Tank GH2 Vent Arm

Because the venting of free hydrogen gas to the atmosphere presents an extremely hazardous situation, it was necessary to devise a means for safe, controlled venting of the shuttle external tank gaseous hydrogen during and after liquid hydrogen tank loading. Several design concepts that were considered initially were discarded as unfeasible because of vehicle weight restrictions, high cost, and because the proposed structure was itself deemed a hazard due to the vehicle's nonvertical launch trajectory. These design concepts are discussed. A design employing a support structure/access arm attached to the fixed service structure was finally selected. The various design problems resolved included vent arm disconnect/drop interference, minimizing refurbishment due to launch damage, disconnect reliability, vehicle movement tracking, minimizing vent line pressure drop, and the presence of other vehicle services at the same centralized supply area. Six launches have proven the system to be reliable, efficient, and of nearly zero refurbishment cost.

Reichle, G. E.↗
NASA NTRS2001

TT and C - First TDRSS, Then Commercial GEO and Big LEO and Now through LEO

The advent of low earth orbit (LEO) commercial communications satellites provides an opportunity to dramatically reduce Telemetry Tracking and Control (TT&C) costs of launch vehicles and Unpiloted Aerial Vehicles (UAVs) by reducing or eliminating ground infrastructure. Personnel from the Goddard Space Flight Center Wallops Flight Facility (GSFC/WFF) in Virginia have successfully used commercial GEO & Big LEO communications satellites for Long Duration Balloon flight TT&C. In addition, TDRSS capability for these balloons has been developed by WFF for the Ultra Long Duration Balloons with the first test flight launch in January 2001 for one global circumnavigation at 120,000 feet altitude launched from Alice Springs. Australia. Numerous other low cost applications can new utilize the commercial LEO satellites for TT&C. The Flight Modern became a GSFC/WFF Advanced Range Technology Initiative (ARTI) in an effort to streamline TT&C capability to the user community at low cost. Phase I ground tests of The Flight Modem verified downlink communications quality of service and measured transmission latencies. These tests were completed last year, Phase II consisting of aircraft flight tests provide much of the data presented in this paper. Phase III of the Flight Modern baseline test program is a demonstration of the ruggedized version of the WFF Flight Modem flown on one sounding rocket launched from Sweden. Flights of opportunity have been and are being actively pursued with other centers, ranges and users at universities. The WFF goal is to reduce TT&C costs by providing a low cost COTS Flight Modem with a User Handbook containing system capability and limitation descriptions. Additionally, since data transmission is by packetized Internet Protocol (IP), data can be received and commands initialed from practically any location with no infrastructure. The WFF, like most ranges, has been using GPS receivers on sounding rockets and long duration balloons for several years, The WFF Flight Modem contains a GPS receiver to provide vehicle position for tracking and vehicle recovery. The system architecture which integrates antennas, GPS receiver, commercial satellite packet data modem. and a single board computer with custom software is described and a number of technical challenges are discussed along with the plan for their resolution. These include antenna development, high Doppler rates, reliability, environmental ruggedness, hand over between satellites and data security. An aggressive test plan is included which in addition to environmental Testing measures bit error rate latency and antenna patterns. Additional flight tests are planned far the near future on aircraft, long duration balloons and sounding rockets and these results as well as the current status of the project arc reported. Use of the WFF Flight Modem on small satellites is also being pursued. The LEO satellite constellation altitude above 1400 km is not an obstacle because most spacecraft do not require continuous Communications. The challenge is scheduling where store and forward techniques for command are required and downlink when the communications link allows connection (above 60 percent of the time depending on the satellite altitude). Sophisticated scheduling techniques utilizing 2-line orbital element sets available on the NASA/NORAD Internet site could be implemented for rare special cases. The current 9600 baud rate of the LEO communications link may be increased With special techniques that are planned for development in the WFF Flight Modem project.

Morgan, Dwayne↗
NASA NTRS2000

Magnetic Launch Assist: NASA's Vision for the Future

With the ever-increasing cost of getting to space and the need for safe, reliable, and inexpensive ways to access space. The National Aeronautics and Space Administration (NASA) is taking a look at technologies that will get us there. One of these technologies is Magnetic Launch Assist (MagLev). This is the concept of using both magnetic levitation and magnetic propulsion to provide an initial velocity by using electrical power from ground sources. The use of ground generated electricity can significantly reduce operational costs over the consumables necessary to attain the same velocity. The technologies to accomplish this are both old and new. The concept of MagLev has been around for a long time and several MagLev Trains have been developed. Where NASA's MagLev diverges from the traditional train is in the immense amount of power required to propel this vehicle to 183 meters per second in less than 10 seconds. New technologies or the upgrade of existing technologies will need to be investigated in the areas of energy storage and power switching. An added difficulty is the separation of a very large mass (the space vehicle) from the track and the aerodynamics of that vehicle while on the track. These are of great concern and require considerable study and testing. NASA's plan is to mature these technologies in the next 25 years to achieve our goal of launching a full sized space vehicle for under $300 a kilogram.

Jacobs, William A.↗
NASA NTRSDate not supplied

Space Launch System Launch Window and Day of Launch Processes

Lunar missions benefit from varying the launch azimuth as a function of launch time to allow longer launch windows with minimum performance impacts. This variable azimuth approach allows the vehicle to track the Moon’s apparent motion due to Earth’s rotation . The Space Launch System (SLS) Block 1 vehicle design requires the mission to launch into an elliptical parking orbit to provide sufficient energy to insert Orion into a trans-lunar trajectory. The primary benefit of varying the launch azimuth, and as a result the parking orbit inclination, allows the SLS Interim Cryogenic Propulsion Stage (ICPS) to perform its Trans-Lunar Injection (TLI) burn closer to perigee and take advantage of performing a burn in a location where the burn will primarily raise apogee.

A. S. Craig↗
NASA NTRSDate not supplied

Space Launch System Launch Windows and Day of Launch Processes

Lunar missions benefit from varying the launch azimuth as a function of launch time to allow longer launch windows with minimum performance impacts. This variable azimuth approach allows the vehicle to track the Moon’s apparent motion due to Earth’s rotation. The Space Launch System (SLS) Block 1 vehicle design requires the mission to launch into an elliptical parking orbit to provide sufficient energy to insert Orion into a Trans-Lunar Injection (TLI) orbit. The primary benefit of varying the launch azimuth, and as a result the achieved orbit inclination, allows the SLS Interim Cryogenic Propulsion Stage (ICPS) to perform its TLI burn closer to perigee and take advantage of performing a burn in a location where the burn will optimally raise apogee.

launch window↗
NASA NTRS2011

A Compilation of Space Shuttle Sonic Boom Measurements

Sonic boom measurements have been obtained on 26 flights of the Space Shuttle system beginning with the launch of STS-1 on April 12, 1981, to the reentry-descent of STS-41 into EAFB on Oct. 10, 1990. A total of 23 boom measurements were acquired within the focus region off the Florida coast during 3 STS launch-ascents and 113 boom measurements were acquired during 23 STS reentry-descent to landing into Florida and California. Sonic boom measurements were made under, and lateral to, the vehicle ground track and cover the Mach-altitude range of about 1.3 to 23 and 54,000 feet to 243,000 feet, respectively. Vehicle operational data, flight profiles and weather data were also gathered during the flights. This STS boom database is contained in 26 documents, some are formal and referenceable but most internal documents. Another 38 documents, also non-referenceable, contain predicted sonic boom footprints for reentry-descent flights on which no measurements were made. The purpose of this report is to provide an overview of the STS sonic boom database and summarize the main findings.

Maglieri, Domenic J.↗
NASA NTRS2011

A Compilation of Space Shuttle Sonic Boom Measurements - Supplemental STS Sonic Boom Files

Supplemental STS Sonic Boom Files for NASA/CR-2011-217080. Data files included on CDROM formatted to ISO 9660 standards. Sonic boom measurements have been obtained on 26 flights of the Space Shuttle system beginning with the launch of STS-1 on April 12, 1981, to the reentry-descent of STS-41 into EAFB on Oct. 10, 1990. A total of 23 boom measurements were acquired within the focus region off the Florida coast during 3 STS launch-ascents and 113 boom measurements were acquired during 23 STS reentry-descent to landing into Florida and California. Sonic boom measurements were made under, and lateral to, the vehicle ground track and cover the Mach-altitude range of about 1.3 to 23 and 54,000 feet to 243,000 feet, respectively. Vehicle operational data, flight profiles and weather data were also gathered during the flights. This STS boom database is contained in 26 documents, some are formal and referenceable but most internal documents. Another 38 documents, also non-referenceable, contain predicted sonic boom footprints for reentry-descent flights on which no measurements were made. The purpose of this report is to provide an overview of the STS sonic boom database and summarize the main findings.

Maglieri, Domenic J.↗
NASA NTRS2018

Testing Enabling Technologies for Safe UAS Urban Operations

A set of more than 100 flight operations were conducted at NASA Langley Research Center using small UAS (sUAS) to demonstrate, test, and evaluate a set of technologies and an overarching air-ground system concept aimed at enabling safety. The research vehicle was tracked continuously during nominal traversal of planned flight paths while autonomously operating over moderately populated land. For selected flights, off-nominal risks were introduced, including vehicle-to-vehicle (V2V) encounters. Three contingency maneuvers were demonstrated that provide safe responses. These maneuvers made use of an integrated air/ground platform and two on-board autonomous capabilities. Flight data was monitored and recorded with multiple ground systems and was forwarded in real time to a UAS traffic management (UTM) server for airspace coordination and supervision.

Moore, Andrew J.↗