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Man-robot interaction is the study of interactions between humans and robots. It is often referred as HRI by researchers. Human-robot interaction is a multidisciplinary field with contributions from human-computer interaction, artificial intelligence.
We studied the effects of mechanical lung inflation on respiratory frequency R-R interval and arterial pressure fluctuations in nine healthy young adults undergoing elective orthopedic surgery. We conducted this research to define the contribution of pulmonary and thoracic stretch receptor input to respiratory sinus arrhythmia. We compared fast Fourier transform spectral power during three modes of ventilation: (1) spontaneous, frequency-controlled (0.25 Hz) breathing, (2) intermittent positive pressure ventilation (0.25 Hz, with a tidal volume of 8 ml/kg) and (3) high frequency jet ventilation (5.0 Hz, 2.5 kg/cm2), after sedation and vecuronium paralysis. Mean R-R intervals, arterial pressures and arterial blood gas levels were comparable during all three breathing conditions. Respiratory frequency systolic pressure spectral power was comparable during spontaneous breathing and conventional mechanical ventilation, but was significantly reduced during high frequency jet ventilation (P < 0.05). Respiratory frequency R-R interval spectral power (used as an index of respiratory sinus arrhythmia) declined dramatically with sedation and muscle paralysis (P < 0.05), but was greater during conventional mechanical, than high frequency jet ventilation (P < 0.05). These results suggest that although phasic inputs from pulmonary and thoracic stretch receptors make a statistically significant contribution to respiratory sinus arrhythmia, that contribution is small.
We measured human ocular torsion (OT) monocularly (using video) and binocularly (using search coils) while sinusoidally accelerating (0.7 g) five human subjects along an earth-horizontal axis at five frequencies (0.35, 0.4, 0.5, 0.75, and 1.0 Hz). The compensatory nature of OT was investigated by changing the relative orientation of the dynamic (linear acceleration) and static (gravitational) cues. Four subject orientations were investigated: (1) Y-upright-acceleration along the interaural (y) axis while upright; (2) Y-supine-acceleration along the y-axis while supine; (3) Z-RED-acceleration along the dorsoventral (z) axis with right ear down; (4) Z-supine-acceleration along the z-axis while supine. Linear acceleration in the Y-upright, Y-supine and Z-RED orientations elicited conjugate OT. The smaller response in the Z-supine orientation appeared disconjugate. The amplitude of the response decreased and the phase lag increased with increasing frequency for each orientation. This frequency dependence does not match the frequency response of the regular or irregular afferent otolith neurons; therefore the response dynamics cannot be explained by simple peripheral mechanisms. The Y-upright responses were larger than the Y-supine responses (P < 0.05). This difference indicates that OT must be more complicated than a simple low-pass filtered response to interaural shear force, since the dynamic shear force along the interaural axis was identical in these two orientations. The Y-supine responses were, in turn, larger than the Z-RED responses (P < 0.01). Interestingly, the vector sum of the Y-supine responses plus Z-RED responses was not significantly different (P = 0.99) from the Y-upright responses. This suggests that, in this frequency range, the conjugate OT response during Y-upright stimulation might be composed of two components: (1) a response to shear force along the y-axis (as in Y-supine stimulation), and (2) a response to roll tilt of gravitoinertial force (as in Z-RED stimulation).
This paper presents ongoing work to create a dataset for low-flying autonomous medical UAS operations, focused on human stance recognition. This is an exploration of the viability of airborne classification for the Drone as a First Responder (DFR) concept in which a UAS arrives at the scene of an incident before emergency response personnel can get there and provides some level of situational awareness for the personnel arriving to the scene. Future incarnations could also see the UAS administer some level of care to injured parties at the scene. The data set, focused on detecting human stance, being developed here is the result of 30 test flights at NASA Langley Research Center in early 2024. In addition to flights where the participant (an anthropomorphic testing device or human) is alone in the viewing area holding a particular stance, two emergency scenes have been fabricated and collected through video - ``bike crash'' and ``difficult camping''. These test flights include four human participants. The contribution of this work upon completion will be a publicly available data set for the development of classification engines focused on human stance, and in the future, even triage.
BACKGROUND: The vestibular system contributes to sympathetic activation by engagement of the otolith organs. However, there is a significant loss of vestibular function with aging. Therefore, the purpose of the present study was to determine if young and older individuals differ in their cardiovascular and sympathetic responses to otolithic stimulation (ie, head-down rotation, HDR). We hypothesized that responses to otolithic stimulation would be attenuated in older adults because of morphological and physiological alterations that occur in the vestibular system with aging. METHODS AND RESULTS: Arterial blood pressure, heart rate, muscle sympathetic nerve activity (MSNA), and head rotation were measured during HDR in 11 young (26 +/- 1 years) and 11 older (64 +/- 1 years) subjects in the prone posture. Five older subjects performed head rotation (chin to chest) in the lateral decubitus position, which simulates HDR but does not alter afferent inputs from the vestibular system. MSNA responses to HDR were significantly attenuated in older as compared with young subjects (P<0.01). MSNA increased in the older subjects by only 12 +/- 5% as compared with 85 +/- 16% in the young. Furthermore, HDR elicited significant reductions in mean arterial blood pressure in older (Delta-6 +/- 1 mm Hg; P<0.01) but not young subjects (Delta1 +/- 1 mm Hg). In contrast to HDR, head rotation performed in the lateral decubitus position did not elicit hypotension. MSNA responses to baroreceptor unloading and the cold pressor test were not different between the age groups. CONCLUSIONS: These data indicate that aging attenuates the vestibulosympathetic reflex in humans and may contribute to the increased prevalence of orthostatic hypotension with age.
Astronauts who spend months and years traveling long distances in spacecraft and working on other planets will be subjected to high energy radiation of galactic and solar origin without the protection of the Earth's thick (one writer has called it buff) atmosphere and magnetic field. The lack of natural protection will allow high energy cosmic ray particles and solar protons to crash directly into relatively thin spacecraft walls and planetary atmospheres producing energetic secondary particles in these collisions. A substantial fraction of these secondaries will be neutrons that carry no electric charge and, consequently, are difficult to detect. At sea level on Earth the remaining neutrons are the result of many generations (approximately 10) of collisions, have very low energies (scientists call them thermal neutrons), and do not penetrate deeply into the human body. They do contribute to the natural background radiation seen by humans on Earth, but much of the dose is only at the surface or skin of the body. In the International Space Station or on the surface of Mars, the secondary neutrons will be the result of only one or two generations of interaction due to the thinner (about a factor of 20 compared to the Earth's atmosphere) walls or atmosphere, have considerably more energy and penetrate deeply into the human body. In addition, neutrons are substantially moderated by hydrogenous material such as water. A significant fraction of the water exists in the astronaut's body. Therefore, the neutron can not only penetrate more deeply into the body, but also be stopped there and deposit all or most of its radiation dose in organs such as the liver, spleen, kidney, etc. We hypothesize that the risk of serious cancers will be increased for the exposed humans. The portable, real time neutron spectrometer being developed by our team will monitor the environment inside spacecraft structures and on planetary surfaces. Activities supported by this grant will evaluate the neutron environment inside several candidate spacecraft materials at accelerator facilities. These experiments will enable engineers to choose the structure materials that minimize the production of secondary neutrons. With the information that the neutron energy spectrometer produces, scientists and doctors will be able to assess the increased risk of cancer and develop countermeasures. The instrument itself will include an alarm system to warn astronauts when high radiation fluxes are occurring so that they can seek shelter immediately.
This presentation examines human factors that contribute to RPA mishaps and provides analysis of lessons learned. RPA accident data from U.S. military and government agencies were reviewed and analyzed to identify human factors issues. Common contributors to RPA mishaps fell into several major categories: cognitive factors (pilot workload), physiological factors (fatigue and stress), environmental factors (situational awareness), staffing factors (training and crew coordination), and design factors (human machine interface).
The Crew Health and Performance-Probabilistic Risk Assessment (CHP-PRA) team at NASA Glenn Research Center has developed a range of tools to evaluate astronaut health during spaceflight and to optimize the medical set required for missions. Among these, the Performance Risk Model (PRisM) represents a novel advancement, extending CHP-PRA’s focus beyond medical systems into the domain of human performance. Such tool could be pivotal in optimizing astronaut capabilities during space travel, thereby enhancing overall mission success. PRisM leverages data from well-established performance assessments conducted during previous crewed space missions and Earth analogs to strategically predict outcomes for planned tasks, even when direct performance testing has not been conducted for those specific tasks. To evaluate performance, PRisM references the various metrics outlined in NASA-STD-3001 and employs a methodology to integrate different performance scales. This framework analyzes the contribution of various human system task categories (HSTCs) to task execution and compares these contributions to the HSTCs’ involvement in other known tests. The model further employs a Monte Carlo simulation to sample performance scores from their distribution in operationally relevant tests such as those in Mulavara et al. (2018) and, by leveraging similarities in HSTC involvement, transfers this knowledge to actual mission tasks, such as those outlined in the "Human Exploration of Mars: Preliminary List of Crew Tasks”. The current PRisM proof-of-concept includes analyses of the impact of exercise and specific medications on astronauts’ performance, with provisions to incorporate additional countermeasures as data becomes available. Furthermore, the tool is customizable to include any system necessary to fully encompass the domain of human systems and can be adapted to evaluate performance for any spaceflight activities as requested by operational stakeholders. PRisM has the potential to assist the Human Research Program in exploring the capabilities trade space for optimized crew performance.
How humans, interacting within social systems, affect and are affected by global change is explored. Recognizing the impact human activities have on the environment and responding to the need to document the interactions among human activities, the Consortium for International Earth Science Information Network (CIESIN) commissioned a group of 12 scientists to develop a framework illustrating the key human systems that contribute to global change. This framework, called the Social Process Diagram, will help natural and social scientists, educators, resource managers and policy makers envision and analyze how human systems interact among themselves and with the natural system. The Social Process Diagram consists of the following blocks that constitute the Diagram's structural framework: (1) fund of knowledge and experience; (2) preferences and expectations; (3) factors of production and technology; (4) population and social structure; (5) economic systems; (6) political systems and institutions; and (7) global scale environmental processes. To demonstrate potential ways the Diagram can be used, this document includes 3 hypothetical scenarios of global change issues: global warming and sea level rise; the environmental impact of human population migration; and energy and the environment. These scenarios demonstrate the Diagram's usefulness for visualizing specific processes that might be studied to evaluate a particular global change issues. The scenario also shows that interesting and unanticipated questions may emerge as links are explored between categories on the Diagram.
Aviation is constantly evolving, mostly due to the integration of automated systems into the National Airspace System. This presents a host of challenges and opportunities. NASA’s Advanced Air Mobility (AAM) project has taken a significant leap forward with a research flight test led by the Integration of Automated Systems (IAS) sub-project. This effort focused on assessing automated flight deck algorithms essential for supporting high-density Urban Air Mobility (UAM) operations. Carrying out a two-ship flight test in UAM Maturity Level 4 scenarios, the team evaluated state-of-the-art algorithms, including Hazard Perception and Avoidance (HPA) and flight path management (FPM) systems. This paper investigates into pilots’ physiological and subjective responses during the flight scenarios conducted. In collaboration with Lockheed Martin Advanced Technology Laboratories (ATL), we collected and analyzed live-flight biometric data using eye tracking, mobile brain imaging, and heart rate sensors. The study provides insights into pilots’ workload and cognitive engagement while navigating automated tools, leveraging both biometric data and post-encounter subjective assessments. The research highlights the interaction between human operators and automated systems, contributing valuable lessons learned about gathering human data in live-flight environments. The knowledge acquired from this study enhances our understanding of human factors in automated flight and informs future studies attempting to undertake similar feats.
Aviation is constantly evolving, mostly due to the integration of automated systems into the National Airspace System. This presents a host of challenges and opportunities. NASA's Advanced Air Mobility (AAM) project has taken a significant leap forward with a research flight test led by the Integration of Automated Systems (IAS) sub-project. This effort focused on assessing automated flight deck algorithms essential for supporting high-density Urban Air Mobility (UAM) operations. Carrying out a two-ship flight test in UAM Maturity Level 4 scenarios, the team evaluated state-of-the-art algorithms, including Hazard Perception and Avoidance (HPA) and flight path management (FPM) systems. This presentation focuses on results of pilots' physiological and subjective responses during the flight scenarios conducted. In collaboration with Lockheed Martin Advanced Technology Laboratories (ATL), we collected and analyzed live-flight biometric data using eye tracking, mobile brain imaging, and heart rate sensors. The data provides insights into pilots' workload and cognitive engagement while navigating automated tools, leveraging both biometric data and post-encounter subjective assessments. The research highlights the interaction between human operators and automated systems, contributing valuable lessons learned about gathering human data in live-flight environments. The knowledge acquired from this endeavor enhances our understanding of human factors in automated flight and informs future studies attempting to undertake similar feats.
Although the orthostatic cardio-respiratory response is primarily mediated by the baroreflex, studies have shown that vestibular cues also contribute in both humans and animals. We have demonstrated a visually mediated response to illusory tilt in some human subjects. Blood pressure, heart and respiration rate, and lung volume were monitored in 16 supine human subjects during two types of visual stimulation, and compared with responses to real passive whole body tilt from supine to head 80 degrees upright. Visual tilt stimuli consisted of either a static scene from an overhead mirror or constant velocity scene motion along different body axes generated by an ultra-wide dome projection system. Visual vertical cues were initially aligned with the longitudinal body axis. Subjective tilt and self-motion were reported verbally. Although significant changes in cardio-respiratory parameters to illusory tilts could not be demonstrated for the entire group, several subjects showed significant transient decreases in mean blood pressure resembling their initial response to passive head-up tilt. Changes in pulse pressure and a slight elevation in heart rate were noted. These transient responses are consistent with the hypothesis that visual-vestibular input contributes to the initial cardiovascular adjustment to a change in posture in humans. On average the static scene elicited perceived tilt without rotation. Dome scene pitch and yaw elicited perceived tilt and rotation, and dome roll motion elicited perceived rotation without tilt. A significant correlation between the magnitude of physiological and subjective reports could not be demonstrated.
Communication of the maturity of technology through the program/product life cycles helps enhance risk management from the beginning and support decision-making strategies for research, development, and allocation of resources. Currently, many organizations use the technology readiness level (TRL) as a simple metric to indicate the maturity of the technology. This article will discuss the TRL history, define the TRL levels, show how the TRL relates to the technology life cycle, and how the TRL framework contributes to the human readiness level (HRL) structure. Through the TRL advantages and disadvantages, this article will show how the TRL falls short in numerous areas of engineering, including the integration readiness of system/subsystem components and assessment of the readiness of the technology to operate within the human capabilities and limitations. Yet the article also shows how the TRL serves as the foundation for HRL.
Humans bring unique capabilities to space systems and contribute to mission success in a manner that cannot be matched by machines. Nevertheless, from time to time, human error can present a threat to system performance, and system designers must anticipate and manage this risk. NASA’s Human-Rating Requirements for Space Systems call for program managers to conduct a human error analysis (HEA) during system development but does not specify how to do this. In 2018, NASA’s Engineering and Safety Center asked the authors to develop a guidance document on HEA. The resulting position paper outlines a suggested method for HEA and makes it clear that error analysis is about identifying and mitigating problems at a system level, and not about finding fault with individuals. Error management strategies must be directed at error-producing conditions, thereby reducing the likelihood of human error, while retaining the positive contribution that humans make to system operations.
Materials processing in space-based laboratories has already yielded higher quality crystals during previous space flights, and opportunities for several fluids experiments are anticipated during the extended duration missions planned for the future. Crystal growth in space benefits not only from its reduced gravity environment but also from the absence of the hydrostatic pressure which assists certain crystal growth and refinement methods. Gravity-driven phenomena are thus reduced in strength, and a purely diffusive fluid's behavior can be attained. In addition, past materials science experiments have shown that microgravity can also help produce larger crystals. While gravity-related effects are definitely curtailed in space, they are nevertheless present to some degree due to the acceleration environment onboard the spacecraft. This residual acceleration level is comprised of quasi-steady, oscillatory, and transient components, and is caused by a variety of mechanisms. For example, gravity gradient forces produce low frequency disturbances, and the operation of machinery, control thrusters, solar panels, human activity, etc. contribute to higher frequency accelerations. These disturbances are collectively referred to as g-jitter, and they can be deleterious to certain experiments where the minimization of the acceleration level is important. Advanced vibration isolation techniques can be utilized to actively filter out some of the detrimental frequencies and help in obtaining optimum results. However, the successful application of this technology requires the detailed analysis of candidate fluids experiments to gauge their response to g-jitter and to determine their acceleration sensitivities. Several crystal growth experiments in the Protein Crystal Growth (PCG) area, besides others, are expected to be carried out on future shuttle flights and on Space Station Freedom. The need for vibration isolation systems or components for microgravity science experiments can be expected to grow as experiments and available hardware becomes more complex. This technology will also find increased application as the science community develops an awareness of their specific needs relative to the environment available in manned space missions. Vibration isolation research strives to develop a microgravity environment requirement that defines tolerance limits on the allowable g-level, and provides the required technology to achieve it. This effort will assist in establishing the tolerable acceleration levels for specific fluids experiments. The primary effort is directed towards modeling PCG and the approach undertaken for this investigation is outlined. The objectives of this research are: (1) to computationally determine vibration sensitivity of protein crystal growth experiments; (2) determine if these experiments can benefit from vibration isolation techniques; and (3) provide realistic requirements for vibration isolation technology.
My main project was to determine and implement updates to be made to MODEAR (Mission Operations Data Enterprise Architecture Repository) process definitions to be used for CST-100 (Crew Space Transportation-100) related missions. Emphasis was placed on the scheduling aspect of the processes. In addition, I was to complete other tasks as given. Some of the additional tasks were: to create pass-through command look-up tables for the flight controllers, finish one of the MDT (Mission Operations Directorate Display Tool) displays, gather data on what is included in the CST-100 public data, develop a VBA (Visual Basic for Applications) script to create a csv (Comma-Separated Values) file with specific information from spreadsheets containing command data, create a command script for the November MCC-ASIL (Mission Control Center-Avionics System Integration Laboratory) testing, and take notes for one of the TCVB (Terminal Configured Vehicle B-737) meetings. In order to make progress in my main project I scheduled meetings with the appropriate subject matter experts, prepared material for the meetings, and assisted in the discussions in order to understand the process or processes at hand. After such discussions I made updates to various MODEAR processes and process graphics. These meetings have resulted in significant updates to the processes that were discussed. In addition, the discussions have helped the departments responsible for these processes better understand the work ahead and provided material to help document how their products are created. I completed my other tasks utilizing resources available to me and, when necessary, consulting with the subject matter experts. Outputs resulting from my other tasks were: two completed and one partially completed pass through command look-up tables for the fight controllers, significant updates to one of the MDT displays, a spreadsheet containing data on what is included in the CST-100 public data, a tool to create a csv file with specific information from spreadsheets containing command data, a command script for the November MCC-ASIL testing which resulted in a successful test day identifying several potential issues, and notes from one of the TCVB meetings that was used to keep the teams up to date on what was discussed and decided. I have learned a great deal working at NASA these last four months. I was able to meet and work with amazing individuals, further develop my technical knowledge, expand my knowledge base regarding human spaceflight, and contribute to the CST-100 missions. My work at NASA has strengthened my desire to continue my education in order to make further contributions to the field, and has given me the opportunity to see the advantages of a career at NASA.
Key Findings: 1. Human activities have contributed substantially to observed ocean-atmosphere variability in the Atlantic Ocean (medium confidence), and these changes have contributed to the observed upward trend in North Atlantic hurricane activity since the 1970s (medium confidence). 2. Both theory and numerical modeling simulations generally indicate an increase in tropical cyclone (TC) intensity in a warmer world, and the models generally show an increase in the number of very intense TCs. For Atlantic and eastern North Pacific hurricanes and western North Pacific typhoons, increases are projected in precipitation rates (high confidence) and intensity (medium confidence). The frequency of the most intense of these storms is projected to increase in the Atlantic and western North Pacific (low confidence) and in the eastern North Pacific (medium confidence). 3. Tornado activity in the United States has become more variable, particularly over the 2000s, with a decrease in the number of days per year with tornadoes and an increase in the number of tornadoes on these days (medium confidence). Confidence in past trends for hail and severe thunderstorm winds, however, is low. Climate models consistently project environmental changes that would putatively support an increase in the frequency and intensity of severe thunderstorms (a category that combines tornadoes, hail, and winds), especially over regions that are currently prone to these hazards, but confidence in the details of this projected increase is low. 4. There has been a trend toward earlier snowmelt and a decrease in snowstorm frequency on the southern margins of climatologically snowy areas (medium confidence). Winter storm tracks have shifted northward since 1950 over the Northern Hemisphere (medium confidence). Projections of winter storm frequency and intensity over the United States vary from increasing to decreasing depending on region, but model agreement is poor and confidence is low. Potential linkages between the frequency and intensity of severe winter storms in the United States and accelerated warming in the Arctic have been postulated, but they are complex, and, to some extent, contested, and confidence in the connection is currently low. 5. The frequency and severity of landfalling "atmospheric rivers" on the U.S. West Coast (narrow streams of moisture that account for 30 percent to 40 percent of the typical snowpack and annual precipitation in the region and are associated with severe flooding events) will increase as a result of increasing evaporation and resulting higher atmospheric water vapor that occurs with increasing temperature. (Medium confidence)
This presentation reviews voluntary safety reports received by NASA's Aviation Safety Reporting System pertaining to Part 121 Taxi/Parked Ground Conflicts. Ground Conflict, Critical • Two or more aircraft (one may be airborne) in conflict, or an aircraft in conflict with a vehicle/person/object in which the reporter or other involved party took evasive action to avoid a collision, or a collision that almost occurred in cases where evasive action was not taken or possible. The evasive action can include an emergency go-around, veering on a taxiway/runway, rejected takeoff/abort, emergency braking, or an aircraft overflying another aircraft 50 feet or less. Ground Conflict, Less Severe • Two or more aircraft (one may be airborne) in conflict, or an aircraft in conflict with a vehicle/person/object in which the reporter or other involved party may, or may not have taken precautionary avoidance action, and in which a collision hazard was not imminent. Ground Event / Encounter – Aircraft • Actual physical contact with another aircraft when aircraft is on the ground. All Aircraft Involved in Incidents Conflicting Aircraft by Weight Classification Flight Conditions and Time (Quarter of Day) Contributing Factors and Human Factors (Event)