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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 1,783 records · Page 99

GenSAA - Advancing satellite monitoring with expert systems

During numerous contacts with a satellite each day, spacecraft analysts must closely monitor real time data watching for combinations of telemetry parameter values, trends, and other indications that may signify a problem or failure. At the NASA Goddard Space Flight Center, fault-isolation expert systems are currently in operation supporting this data monitoring task. Based on the lessons learned during these initial efforts in expert system automation, a new domain-specific expert system development tool is being developed to facilitate the rapid development and reuse of real-time expert systems to serve as fault-isolation assistants for spacecraft analysts.

Hughes, Peter M.↗

The effects of long delay and transmission errors on the performance of TP-4 implementations

A set of tools that allows us to measure and examine the effects of transmission delay and errors on the performance of TP-4 implementations has been developed. The tools give insight into both the large- and small-scale behaviors of an implementation. These tools have been systematically applied to a commercial implementation of TP-4. Measurements show, among other things, that a 2-second one-way transmission delay and an effective bit-error rate of 1 error per 100,000 bits can result in a 95 percent reduction in TP-4 throughput. The detailed statistics give insight into why transmission delay and errors affect this implementations so significantly and support a number of 'lessons learned' that could be applied to TP-4 implementations that operate more robustly across networks with long transmission delays and transmission errors.

Durst, Robert C.↗

The Generic Spacecraft Analyst Assistant (gensaa): a Tool for Developing Graphical Expert Systems

During numerous contacts with a satellite each day, spacecraft analysts must closely monitor real-time data. The analysts must watch for combinations of telemetry parameter values, trends, and other indications that may signify a problem or failure. As the satellites become more complex and the number of data items increases, this task is becoming increasingly difficult for humans to perform at acceptable performance levels. At NASA GSFC, fault-isolation expert systems are in operation supporting this data monitoring task. Based on the lessons learned during these initial efforts in expert system automation, a new domain-specific expert system development tool named the Generic Spacecraft Analyst Assistant (GenSAA) is being developed to facilitate the rapid development and reuse of real-time expert systems to serve as fault-isolation assistants for spacecraft analysts. Although initially domain-specific in nature, this powerful tool will readily support the development of highly graphical expert systems for data monitoring purposes throughout the space and commercial industry.

Hughes, Peter M.↗

Building brains for bodies

We describe a project to capitalize on newly available levels of computational resources in order to understand human cognition. We will build an integrated physical system including vision, sound input and output, and dextrous manipulation, all controlled by a continuously operating large scale parallel MIMD computer. The resulting system will learn to 'think' by building on its bodily experiences to accomplish progressively more abstract tasks. Past experience suggests that in attempting to build such an integrated system we will have to fundamentally change the way artificial intelligence, cognitive science, linguistics, and philosophy think about the organization of intelligence. We expect to be able to better reconcile the theories that will be developed with current work in neuroscience.

Brooks, Rodney Allen↗

DGPS with NASA's ACTS

The U.S. Army Topographic Engineering Center, concerned about frequency license problems inherent with operating data-ready radios to support differential GPS (DGPS), learned of an experiment program the National Aeronautics and Space Administration (NASA) was sponsoring with its prototype digital satellite - the Advanced Communications Technology Satellite (ACTS). ACTS was designed to evaluate many new, untested technologies for eventual transfer to U.S. telecommunications and related industries. The new technologies promised greater data transmission rates and significantly reduced transmission latency. recognizing these benefits, the Topographic Engineering Center designed a DGPS experiment using an ACTS datalink with baselines of 200 kilometers and longer to learn what positional accuracy was possible with leading-edge satellite telecommunications technology.

Dendy, Roger↗

NASA/FAA Tailplane Icing Program: Flight Test Report

This report presents results from research flights that explored the characteristics of an ice-contaminated tailplane using various simulated ice shapes attached to the leading edge of the horizontal tailplane. A clean leading edge provided the baseline case, then three ice shapes were flown in order of increasing severity. Flight tests included both steady state and dynamic maneuvers. The steady state points were 1G wings level and steady heading sideslips. The primary dynamic maneuvers were pushovers to various G-levels; elevator doublets; and thrust transitions. These maneuvers were conducted for a full range of flap positions and aircraft angle of attack where possible. The analysis of this data set has clearly demonstrated the detrimental effects of ice contamination on aircraft stability and controllability. Paths to tailplane stall were revealed through parameter isolation and transition studies. These paths are (1) increasing ice shape severity, (2) increasing flap deflection, (3) high or low speeds, depending on whether the aircraft is in a steady state (high speed) or pushover maneuver (low speed), and (4) increasing thrust. The flight research effort was very comprehensive, but did not examine effects of tailplane design and location, or other aircraft geometry configuration effects. However, this effort provided the role of some of the parameters in promoting tailplane stall. The lessons learned will provide guidance to regulatory agencies, aircraft manufacturers, and operators on ice-contaminated tailplane stall in the effort to increase aviation safety and reduce the fatal accident rate.

Ratvasky, Thomas P.↗

Lessons Learned from Seven Space Shuttle Missions

Much can be learned from well-written descriptions of the technical and organizational factors that lead to an accident. Subsequent analysis by third parties of investigation reports and associated evidence collected during the investigations can lead to additional insight. Much can also be learned from documented close calls that do not result in loss of life or a spacecraft, such as the Mars Exploration Rover Spirit software anomaly, the SOHO mission interruption, and the NEAR burn anomaly. Seven space shuttle incidents fall into the latter category: Rendezvous Target Failure On STS-41B; Rendezvous Radar Anomaly and Trajectory Dispersion-STS-32 ;Rendezvous Lambert Targeting Anomaly-STS-49; Rendezvous Lambert Targeting Anomaly-STS-51; Zero Doppler Steering Maneuver Anomaly-STS-59; Excessive Propellant Consumption During Rendezvous-STS-69; Global Positioning System Receiver and Associated Shuttle Flight Software Anomalies-STS-91 Procedural work-arounds or software changes prevented them from threatening mission success. Extensive investigations, which included the independent recreation of the anomalies by multiple Shuttle Program organizations, were the key to determining the cause, accurately assessing risk, and identifying software and software process improvements. Lessons learned from these incidents not only validated long-standing operational best practices, but serve to promote discussion and mentoring among Program personnel and are applicable to future space flight programs.

Goodman, John↗

Opportunistic Planning and Execution for Planetary Exploration

We are developing technologies to increase the autonomous capabilities of future rover missions. Our objectives are to make rovers easier to command and to enable them to make more effective use of rover resources when problems arise or when things go better than expected. We will demonstrate OASIS (Onboard Analysis Science Investigation System) which combined planning and scheduling techniques with machine learning to enable rovers to perform robust and opportunistic science operations.

autonomous planning↗

Notional Airspace Operations Demonstration Plan

The airspace operations demonstration (AOD) is intended to show that the Access 5 Step 1 functional requirements can be met. The demonstration will occur in two phases. The initial on-range phase will be carried out in restricted airspace to demonstrate the cooperative collision avoidance (CCA) functional requirements and to provide risk-reduction for the AOD by allowing the test team to rehearse some elements of the demonstration mission. The CCA system to be used in these flights is based on Automatic Dependent Surveillance-Broadcast (ADS-B) which is a commercially-available system by which airplanes constantly broadcast their current position and altitude to other aircraft and ground resources over a dedicated radio datalink. The final phase will occur in the national airspace (NAS) and will be the formal demonstration of the remainder of the proposed functional requirements. The general objectives of the AOD are as follows: (1) Demonstrate that the UAS can aviate in the NAS (2) Demonstrate that the UAS can navigate in the NAS (3) Demonstrate that the UAS can communicate with the NAS (4) Demonstrate that the UAS can perform selected collision avoidance functions in the NAS (5) Demonstrate that the UAS can evaluate and avoid weather conflicts in the NAS (6) Demonstrate that the UAS can provide adequate command and control in the NAS In addition to the stated objectives, there are a number of goals for the flight demonstration. The demo can be accomplished successfully without achieving these goals, but these goals are to be used as a guideline for preparing for the mission. The goals are: (1) Mission duration of at least 24 hours (2) Loiter over heavy traffic to evaluate the data block issue identified during the Access 5 Airspace Operations Simulations (3) Document the contingency management process and lessons learned (4) Document the coordination process for Ground Control Stations (GCS) handoff (5) Document lessons learned regarding the process of flying in the NAS Preliminary planning for a notional mission to achieve the objectives and goals has been prepared. The planning is intended to serve as a guide for detailed planning of the AOD.

Trongale, Nicholas A.↗

Towards Validation of an Adaptive Flight Control Simulation Using Statistical Emulation

Traditional validation of flight control systems is based primarily upon empirical testing. Empirical testing is sufficient for simple systems in which a.) the behavior is approximately linear and b.) humans are in-the-loop and responsible for off-nominal flight regimes. A different possible concept of operation is to use adaptive flight control systems with online learning neural networks (OLNNs) in combination with a human pilot for off-nominal flight behavior (such as when a plane has been damaged). Validating these systems is difficult because the controller is changing during the flight in a nonlinear way, and because the pilot and the control system have the potential to co-adapt in adverse ways traditional empirical methods are unlikely to provide any guarantees in this case. Additionally, the time it takes to find unsafe regions within the flight envelope using empirical testing means that the time between adaptive controller design iterations is large. This paper describes a new concept for validating adaptive control systems using methods based on Bayesian statistics. This validation framework allows the analyst to build nonlinear models with modal behavior, and to have an uncertainty estimate for the difference between the behaviors of the model and system under test.

He, Yuning↗

Executive Summary of Propulsion on the Orion Abort Flight-Test Vehicles

The NASA Orion Flight Test Office was tasked with conducting a series of flight tests in several launch abort scenarios to certify that the Orion Launch Abort System is capable of delivering astronauts aboard the Orion Crew Module to a safe environment, away from a failed booster. The first of this series was the Orion Pad Abort 1 Flight-Test Vehicle, which was successfully flown on May 6, 2010 at the White Sands Missile Range in New Mexico. This paper provides a brief overview of the three propulsive subsystems used on the Pad Abort 1 Flight-Test Vehicle. An overview of the propulsive systems originally planned for future flight-test vehicles is also provided, which also includes the cold gas Reaction Control System within the Crew Module, and the Peacekeeper first stage rocket motor encased within the Abort Test Booster aeroshell. Although the Constellation program has been cancelled and the operational role of the Orion spacecraft has significantly evolved, lessons learned from Pad Abort 1 and the other flight-test vehicles could certainly contribute to the vehicle architecture of many future human-rated space launch vehicles.

Jones, Daniel S.↗

Executive Summary of Propulsion on the Orion Abort Flight-Test Vehicles

The NASA Orion Flight Test Office was tasked with conducting a series of flight tests in several launch abort scenarios to certify that the Orion Launch Abort System is capable of delivering astronauts aboard the Orion Crew Module to a safe environment, away from a failed booster. The first of this series was the Orion Pad Abort 1 Flight-Test Vehicle, which was successfully flown on May 6, 2010 at the White Sands Missile Range in New Mexico. This paper provides a brief overview of the three propulsive subsystems used on the Pad Abort 1 Flight-Test Vehicle. An overview of the propulsive systems originally planned for future flight-test vehicles is also provided, which also includes the cold gas Reaction Control System within the Crew Module, and the Peacekeeper first stage rocket motor encased within the Abort Test Booster aeroshell. Although the Constellation program has been cancelled and the operational role of the Orion spacecraft has significantly evolved, lessons learned from Pad Abort 1 and the other flight-test vehicles could certainly contribute to the vehicle architecture of many future human-rated space launch vehicles.

Jones, Daniel S.↗

Executive Summary of Propulsion on the Orion Abort Flight-Test Vehicles

The National Aeronautics and Space Administration Orion Flight Test Office was tasked with conducting a series of flight tests in several launch abort scenarios to certify that the Orion Launch Abort System is capable of delivering astronauts aboard the Orion Crew Module to a safe environment, away from a failed booster. The first of this series was the Orion Pad Abort 1 Flight-Test Vehicle, which was successfully flown on May 6, 2010 at the White Sands Missile Range in New Mexico. This report provides a brief overview of the three propulsive subsystems used on the Pad Abort 1 Flight-Test Vehicle. An overview of the propulsive systems originally planned for future flight-test vehicles is also provided, which also includes the cold gas Reaction Control System within the Crew Module, and the Peacekeeper first stage rocket motor encased within the Abort Test Booster aeroshell. Although the Constellation program has been cancelled and the operational role of the Orion spacecraft has significantly evolved, lessons learned from Pad Abort 1 and the other flight-test vehicles could certainly contribute to the vehicle architecture of many future human-rated space launch vehicles

Jones, Daniel S.↗

Propulsion Overview of the Orion Pad Abort 1 (PA-1) Flight-Test Vehicle

The NASA Orion Flight Test Office was tasked with conducting a series of flight tests in several launch abort scenarios to certify that the Orion Launch Abort System is capable of delivering astronauts aboard the Orion Crew Module to a safe environment, away from a failed booster. The first of this series was the Orion Pad Abort 1 Flight-Test Vehicle, which was successfully flown on May 6, 2010 at the White Sands Missile Range in New Mexico. This presentation provides a concise overview of the three propulsive subsystems used on the Pad Abort 1 Flight-Test Vehicle. Although the Constellation program has been cancelled and the operational role of the Orion spacecraft has significantly evolved, lessons learned from Pad Abort 1 could certainly contribute to the vehicle architecture of many future human-rated space launch vehicles

Jones, Daniel S.↗

The Space Debris Sensor Experiment

The Space Debris Sensor (SDS) is a NASA Class 1E technology demonstration external payload aboard the International Space Station (ISS). With approximately one square meter of detection area, the SDS is attached to the European Space Agency Columbus module facing the ISS velocity vector with minimal obstruction from ISS hardware. The SDS is the first flight demonstration of the Debris Resistive/Acoustic Grid Orbital NASA-Navy Sensor (DRAGONS) technology developed and matured over 10 years by the NASA Orbital Debris Program Office (ODPO), in concert with the DRAGONS consortium, to provide information on the sub-millimeter scale orbital debris environment. The SDS demonstrated the capacity to read 4 resistive grids at 1 Hz, 40 acoustic sensors at 500 kHz, and record and downlink impact data to the ground. Observable and derived data from the SDS could provide information to models that are critical to understanding risks the small debris environment poses to spacecraft in low Earth orbit. The technology demonstrated by the SDS is a major step forward in monitoring and characterizing the space debris environment. This paper will address the technical performance of the SDS during its operational lifetime and its realization of technical and scientific goals. The SDS was intended to operate for 3 years; however, the payload incurred multiple anomalies during its operational life. Subsequently termed “Anomaly #1,” the first was the symptomatic loss of low data rate 1553 channel command and telemetry. The second, Anomaly #2, was loss of all low- and medium-data rate (Ethernet) telemetry. Anomaly #2 proved to be unrecoverable, leading to loss of the payload after approximately 26 days on-board the ISS. Therefore, this paper also addresses the anomalies that occurred during operation of the SDS, their attribution, and their resolution. Lessons learned are described when relevant to anomaly identification, attribution, and resolution.

Anz-Meador, P.↗

Towards the Development of a Multi-Agent Cognitive Networking System for the Lunar Environment

This paper details the development of a multi-agent cognitive system intended to optimize networking performance in the lunar environment. One concept of the future of lunar communication, LunaNet, outlines a complex network of networks. Challenges such as scalability, interoperability, and reliability must first be addressed to successfully fulfill this vision. Machine intelligence can greatly reduce the reliance on human operators and enable efficient operations for tasks such as scheduling and network management. Machine learning, artificial intelligence, and other automated decision-making techniques can be used to allow network nodes to intelligently sense and adapt to changes in the environment such as link disruptions, new nodes joining the network, and support for a diverse range of protocols. Cognitive networking seeks to evolve these technologies into an autonomous system with improved science data return, reliability, and scalability. In this paper, we study four main areas as a means to further develop cognitive networking capabilities: networking protocol development, analysis of wireless data for modeling and simulation, development of algorithms for a multi-agent system, and spectrum sensing technology.

cognitive networking↗

Transient Optimization for the Betterment of Turbine Electrified Energy Management

Gas turbine engine transients are associated with degraded compressor operability, which must be addressed by the engine control system and accounted for in the engine design. Failure to do so may result in events such as compressor stall/surge and combustor blow out. Transient operability concerns constrain the engine design and can result in sacrifices of efficiency and/or thrust responsiveness. The traditional approach to transient operability management is control logic that limits the fuel flow command. A companion paper presents a strategy for optimizing the transient fuel flow control logic taking into consideration transient operability and thrust responsiveness. The study covered here extends this idea to an electrified gas turbine engine that employs a power/energy management concept known as Turbine Electrified Energy Management (TEEM). TEEM uses an electric power system interfaced with the engine (hence the term ‘electrified gas turbine engine’) to further improve transient operability and alleviate associated design constraints. There can be costs associated with implementing TEEM in terms of power and energy requirements that impact the size of the electrical power system. However, the results of this study show that through optimization of the transient limit logic, power and energy requirements needed to implement TEEM can be significantly reduced. Among the conclusions that can be drawn from the results of the illustrative application covered herein are: (1) there is a reduction in the electric machine power requirement to manage operability during accelerations by 200 to 400 hp, and (2) power transfer from the low pressure spool (LPS) to the high pressure spool (HPS) is the most effective option for improving operability during decelerations, followed by the options of only injecting power on the HPS or only extracting power from the LPS.

Turbine Electrified Energy Management↗

Transient Optimization for the Betterment of Turbine Electrified Energy Management

Gas turbine engine transients are associated with degraded compressor operability, which must be addressed by the engine control system and accounted for in the engine design. Failure to do so may result in events such as compressor stall/surge and combustor blow out. Transient operability concerns constrain the engine design and can result in sacrifices of efficiency and/or thrust responsiveness. The traditional approach to transient operability management is control logic that limits the fuel flow command. A companion paper presents a strategy for optimizing the transient fuel flow control logic taking into consideration transient operability and thrust responsiveness. The study covered here extends this idea to an electrified gas turbine engine that employs a power/energy management concept known as Turbine Electrified Energy Management (TEEM). TEEM uses an electric power system interfaced with the engine (hence the term ‘electrified gas turbine engine’) to further improve transient operability and alleviate associated design constraints. There can be costs associated with implementing TEEM in terms of power and energy requirements that impact the size of the electrical power system. However, the results of this study show that through optimization of the transient limit logic, power and energy requirements needed to implement TEEM can be significantly reduced. Among the conclusions that can be drawn from the results of the illustrative application covered herein are: (1) there is a reduction in the electric machine power requirement to manage operability during accelerations by 200 to 400 hp, and (2) power transfer from the low pressure spool (LPS) to the high pressure spool (HPS) is the most effective option for improving operability during decelerations, followed by the options of only injecting power on the HPS or only extracting power from the LPS.

transient↗