SEARCH · Search NASA
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
In this article, a new method to control an ocean current turbine (OCT) is examined. The key innovation, inspired by helicopter control, is to use cyclic blade pitch angle variations. Finally, output variance constrained controllers are designed for OCT flight control and their performance is analyzed.
The NuMI (Neutrinos at the Main Injector) target system delivers a high-energy flux of muon-neutrinos towards a detector more than 800 km away with the goal of better understanding the origin of the universe and its evolution. The target system becomes radioactive because it is irradiated by a sub-Mega-Watt power proton beam. Radiological hazard is one of critical issues for a radiological worker which limits the iractivities near the target system; however, they often need to quantify the radiation level of the target system manually. Thus, the objective of this project is to reduce their exposure to radiation while improving the accuracy of the measurements. A quadcopter UAV fitted with a radiation dosimeter is ideal to traverse the irradiated environment as it can be deployed in any space and requires minimal hardware integration to the test room. Due to the lack of indoor GPS signal, this UAV utilizes a series of ultrasonic beacons that release several varied-frequency pulses simultaneously in order to localize the drone. The flight controller returns a 3D coordinate tied to the radiation data to understand precisely where radiation spikes are being emitted from the horn. The flight controller stores log data that can be processed into an easily interpretable map of radiation intensities. The radiation map serves as one of the primary references for planning the transportation of the NuMI horn.
This paper presents the closed-loop experimental framework and dynamic model validation for a 1/12-scale underwater kite design. The pool-based tow testing framework described herein, which involves a fully actuated, closed-loop controlled kite and flexible tether, significantly expands upon the capabilities of any previously developed open-source framework for experimental underwater kite characterization. Specifically, the framework has allowed for the validation of three closed-loop flight control strategies, along with a critical comparison between dynamic model predictions and experimental results. In this paper, we provide a detailed presentation of the experimental tow system and kite setup, describe the control algorithms implemented and tested, and quantify the level of agreement between our multi-degree-of-freedom kite dynamic model and experimental data. Finally, we also present a sensitivity analysis that helps to identify the most influential parameters to kite performance and further explain the remaining mismatches between the model and data.
The original data were collected during the AAF Engineering Flights (AEF2025) in the vicinity of the ARM Bankhead National Forest (BNF) Atmospheric Observatory (https://www.arm.gov/capabilities/observatories/bnf ) in northwestern Alabama in March 2025. The ARM Aerial Facility ArcticShark uncrewed aerial system (UAS, https://www.arm.gov/capabilities/observatories/aaf/uas) was based at the public-use airport of Posey Field, Alabama (FAA LID: 1M4, 34.28027778° N, 87.60055556° W, 283m MSL) from March 9 through March 24, 2025. The ArcticShark UAS performed nine flights, including eight research flights over the AMF3 (BNF Main Site) and Supplemental Facilities to measure atmospheric state, turbulence, surface IR temperature and imagery, and aerosol number concentration and size distribution. The current data set presents fast response temperature in the atmospheric boundary layer and lower free troposphere measured on the airborne platform throughout the field campaign. The primary instruments used to create the current data set were the fine wire thermocouple probe, the Aircraft Integrated Meteorological Measurement System (AIMMS-30), the Pitot-static system (part of UAS flight control), and the infrared gas analyzer sensor for H2O and CO2 (LI-840). All parameters used in temperature calculations (static pressure, True Air Speed, and absolute humidity in form of dew point temperature) were included in the data set. For user convenience, one additional parameter was also included: the type of flight flag (level, up, down, turn, and combination of thereof).
The original data were collected on board the ARM Aerial Facility ArcticShark uncrewed aerial system (UAS; https://www.arm.gov/capabilities/observatories/aaf/uas ) during the “Characterizing HEterogeneous Land-Atmosphere eXchanges at BNF” field campaign (CHEAX-BNF; https://arm.gov/research/campaigns/aaf2025CHELAX-BNF ). The ARM Aerial Facility ArcticShark UAS was based at the public-use airport of Posey Field, AL (FAA LID: 1M4, 34.28027778° N, 87.60055556° W, 283m MSL) from May 28 to June 23, 2025. The ArcticShark UAS performed 5 flights, including 4 research flights over the BNF Main Site (ARM Mobile Facility 3, https://arm.gov/capabilities/observatories/amf ) and Supplemental Facilities to measure atmospheric state, turbulence, surface IR temperature and imagery, aerosol number concentration, and aerosol size distribution. The current data set presents fast response temperature in the atmospheric boundary layer and lower free troposphere measured on the airborne platform throughout the field campaign. The primary instruments used to create the current data set were the fine wire thermocouple probe, the Aircraft Integrated Meteorological Measurement System (AIMMS-30), the Pitot-static system (part of UAS flight control), and the infrared gas analyzer sensor for H2O and CO2 (LI-840). All parameters used in temperature calculations (static pressure, True Air Speed, and absolute humidity in the form of dew point temperature) were included in the data set. For user convenience, one additional parameter was also included: the type of flight flag (level, up, down, turn, and combination of thereof).
The U.S. Nuclear Regulatory Commission has responsibility for regulating the safe decommissioning of facilities and sites to meet the License Termination Rule in 10 Code of Federal Regulations (CFR) Part 20, Standards for Protection Against Radiation, Subpart E “Radiological Criteria for License Termination.” Decommissioning is performed in accordance with 10 CFR Part 50, Domestic Licensing of Production and Utilization Facilities, as part of license termination (§50.82) and release of the facility or site for unrestricted use (§50.83). The guidance currently demonstrates the minimum requirements and necessary conditions for conducting radiological surveys by a person carrying a radiation detector(s). The Pacific Northwest National Laboratory (PNNL) evaluated the use of an unoccupied aerial vehicle (UAV) to conduct radiological surveys that could be used in decommissioning to potentially reduce time, cost, and worker safety compared to current survey methods. The objective of this project was to evaluate the performance and limitations of a UAV to support a decommissioning radiological survey and compare it to a radiological survey conducted by a human. The primary research questions of interest evaluated were: 1. Did observed UAV paths differ from human paths and, if so, how much? 2. Did survey path deviation affect survey results and, if so, how? 3. Were radiological measurements from human and UAV surveys significantly different? To answer these research questions, an experimental field was set up at PNNL’s 3440 test track, and it included radiological sources commonly surveyed during decommissioning: cobalt-60 (Co-60), cesium-137 (Cs-137), and americium-241 (Am-241). Nine check sources (three each of Am-241, Cs-137, and Co-60) with activities ranging from 3.54 µCi to 39.34 µCi were set over a path that also included an area for measuring background radiation. An Aurelia X6 UAV coupled with a GPS and lidar unit was used to conduct the radiological surveys. UAV and human surveys were conducted using two different NaI(Tl) scintillation radiation detectors (2 in. × 2 in. Ludlum, Inc. and 2 in. × 0.04 in. Alpha Spectra, Inc.) at a travel velocity of approximately 0.2 m/s at a low (15–40 cm median altitude) or high (87–105 cm median altitude) survey altitude. Since the survey velocity and altitude parameters were atypical for normal UAV operations, testing was done prior to conducting the radiological surveys to establish airworthiness, evaluate the navigation system, and establish flight control. Human and UAV surveys were paired according to the detector type and altitude regime to compare the survey data. The results of this proof-of-concept research determined that the UAV and human surveys followed similar survey paths and detected the radiological sources with no significant statistical difference (in 33 out of 36 surveys). However, further research is needed prior to deploying UAVs for decommissioning surveys.
Abstract On‐orbit close proximity operations involve robotic spacecraft maneuvering and making decisions for a growing number of mission scenarios demanding autonomy, including on‐orbit assembly, repair, and astronaut assistance. Of these scenarios, on‐orbit assembly is an enabling technology that will allow large space structures to be built in situ, using smaller building block modules. However, like many of these scenarios, robotic on‐orbit assembly involves several technical hurdles, such as changing system models. For instance, grappled modules moved by a free‐flying “assembler” robot can cause significant changes in the combined system inertia, which have cascading impacts on motion planning and control portions of the autonomy stack. Further, on‐orbit assembly and other scenarios require collision‐avoiding motion planning, particularly when operating in a “construction site” scenario of multiple assembler robots and structures. Multiple key technologies that address these complicating factors for autonomous microgravity close proximity operations are detailed in this work, in particular: (1) application of global long‐horizon planning, accomplished using offline and online sampling‐based planner options that consider the system dynamics; (2) adaptation of the recently proposed RATTLE information‐aware planning framework for on‐orbit reconfiguration model learning; and (3) connection with robust control tools to provide low‐level control robustness using current system knowledge. These approaches were demonstrated for an autonomous on‐orbit assembly use case by the RElative Satellite sWarming and Robotic Maneuvering (ReSWARM) experiments using NASA's Astrobee robots on the International Space Station. Results of the ReSWARM experiments are provided along with significant operational and implementation detail discussing the practicalities of hardware implementation and unique aspects of working with the Astrobee free‐flyer robots in microgravity. ReSWARM provides a base set of planning and control tools for robotic close proximity operations, demonstrates them in microgravity, and outlines some of the important hardware aspects that future autonomous free‐flyers will need to consider.
The development of better electrochemical energy storage systems has sparked significant interest in using Li-ion batteries for electric vertical takeoff and landing (eVTOL) applications. To ensure the optimal performance and safety of onboard batteries, their behavior under different charging/discharging protocols and environmental conditions must be understood. Here, this paper presents a comprehensive evaluation of commercial Li-ion batteries for eVTOL applications, focusing on their responses to varying charging/discharging strategies and mechanical vibrations experienced during flight. Through controlled experiments, the effects of rapid cycling on battery performance were investigated, including effects on lifespan, capacity, and internal resistance. Additionally, the impact of mechanical vibrations on battery behavior was assessed to identify potential challenges for onboard batteries. The results of this study revealed intriguing insights into the interplay between temperature, vibration, and battery performance. This work contributes to the broader adoption of electric aerial transportation, promising a greener and safer future for urban mobility.
This paper presents the formulation and results for a control-aware optimization of the combined geometric and structural design of an energy-harvesting underwater kite. Because kite-based energy-harvesting systems, both airborne and underwater, possess strong coupling between closed-loop flight control, geometric design, and structural design, consideration of all three facets of the design within a single codesign framework is highly desirable. However, while prior literature has addressed one or two attributes of the design at a time, this work constitutes the first comprehensive effort aimed at addressing all three. In particular, focusing on the goals of power maximization and mass minimization, we present a codesign formulation that fuses a geometric optimization tool, structural optimization tool, and closed-loop flight efficiency map. The resulting integrated codesign tool is used to address two mathematical optimization formulations that exhibit subtle differences: a Pareto optimal formulation and a dual-objective formulation that focuses on a weighted power-to-mass ratio as the techno-economic metric of merit. Further, based on the resulting geometric and structural designs, using a mediumfidelity closed-loop simulation tool, the proposed formulation is shown to achieve more than three times the powerto-mass ratio of a previously published, unoptimized benchmark design.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Unintended consequences of increasing wind energy production include bat mortalities from wind turbine blade strikes. Ultrasonic deterrents (UDs) have been developed to reduce bat mortalities at wind turbines. Our goal was to experimentally assess the species-specific effectiveness of three emission treatments from the UD developed by NRG Systems. We conducted trials in a flight cage measuring approximately 60 m × 10 m × 4.4 m (length × width × height) from July 2020 to May 2021 in San Marcos, Texas, USA. A single UD was placed at either end of the flight cage, and we randomly selected one for each night of field trials. Trials focused on a red bat species group (Lasiurus borealis and Lasiurus blossevillii; n = 46) and four species: cave myotis (Myotis velifer; n = 57), Brazilian free-tailed bats (Tadarida brasiliensis; n = 73), evening bats (Nycteceius humeralis; n = 53), and tricolored bats (Perimyotis subflavus; n = 17). The trials occurred during three treatment emissions: low (emissions from subarrays at 20, 26, and 32 kHz), high (emissions from subarrays at 38, 44, and 50 kHz), and combined (all six emission frequencies). We placed one wild-captured bat into the flight cage for each trial, which consisted of an acclimation period, a control period with the UD powered off, and the three emission treatments (order randomly selected), each interspersed with a control period. We tracked bat flight using four thermal cameras placed outside the flight cage. We quantified the effectiveness of each treatment by comparing the distances each bat flew from the UD during each treatment vs. the control period using quantile regression. Additionally, we conducted an exploratory analysis of differences between sex and season and sex within season using analysis of variance. Broadly, UDs were effective at altering the bats’ flight paths as they flew farther from the UD during treatments than during controls; however, results varied by species, sex, season, and sex within season. For the red bat group, bats flew farther from the UD during all treatments than during the control period at all percentiles (p < 0.001), and treatments were comparable in effectiveness. For cave myotis, all percentile distances were farther from the UD during each of the treatments than during the control, except the 90th percentile distance during high, and low was most effective. For evening bats and Brazilian free-tailed bats, results were inconsistent, but high and low were most effective, respectively. For tricolored bats, combined and low were significant at the 10th–75th percentiles, high was significant at all percentiles, and combined was most effective. Results suggest UDs may be an effective means of reducing bat mortalities due to wind turbine blade strikes. We recommend that continued research on UDs focus on low emission treatments, which have decreased sound attenuation and demonstrated effectiveness across the bat species evaluated in this study.
We report previously, hydrodynamic simulations suggested that precisely tailoring the capsule ablator thickness (shimming) could counterbalance cylindrical Hohlraum Legendre P 4 drive asymmetries at the capsule in laser indirect drive implosions. As a result, the stagnated deuterium–tritium (DT) fuel areal density P 4 asymmetry is reduced, potentially resulting in a nuclear yield increase. Inflight radiographs of various level of shimmed capsules with plastic (CH) ablators showed that shims can indeed control the in-flight capsule shell P 4 asymmetry, with a linear sensitivity to shim amplitude that is close to analytic estimates and simulations. Furthermore, the stagnated DT fuel areal density P 4 asymmetry inferred from downscattered neutron imaging was reduced when the capsule shim was applied, in agreement with simulations matching the inflight shell asymmetry. A nuclear yield improvement via shim was not observed, as predicted, likely due to implosion instabilities and as built capsule shim deviations from an ideal P 4 shape.
Here this paper presents a new approach for autonomous motion planning for aircraft suffering from a loss-of-thrust emergency. Specifically, we show how modifications to the Closed-Loop Rapidly exploring Random Trees (CL-RRT) framework combined with controlled energy dissipation can enable rapid and effective kinodynamic motion planning. This CL-RRT Glide algorithm uses closed-loop prediction not only for node connections but also to estimate the remaining energy and prune infeasible paths. This greatly speeds up the search process, which is essential for emergency situations. In addition, we improve the ability of the gliding aircraft to reach a goal position and energy state. We do so by creating a Dissipative Total Energy Control Scheme (TECS). Dissipative TECS enables the glider to lose excess altitude in order to reach a desired energy level. Simulation results illustrate how the proposed methods enable faster motion planning. We also integrate the system into a small unmanned aerial vehicle system and experimentally demonstrate autonomous glide planning and execution during a motor-failure event. This type of algorithm can primarily benefit unmanned aircraft but can also serve to assist pilots in stressful emergency situations.
A promoted activated carbon sorbent is described that is highly effective for the removal of mercury from flue gas streams. The sorbent comprises a new modified carbon form containing reactive forms of halogen and halides. Optional components may be added to increase reactivity and mercury capacity. These may be added directly with the sorbent, or to the flue gas to enhance sorbent performance and/or mercury capture. Mercury removal efficiencies obtained exceed conventional methods. The sorbent can be regenerated and reused. Sorbent treatment and preparation methods are also described. New methods for in-flight preparation, introduction, and control of the active sorbent into the mercury contaminated gas stream are described.
A promoted activated carbon sorbent is described that is highly effective for the removal of mercury from flue gas streams. The sorbent comprises a new modified carbon form containing reactive forms of halogen and halides. Optional components may be added to increase reactivity and mercury capacity. These may be added directly with the sorbent, or to the flue gas to enhance sorbent performance and/or mercury capture. Mercury removal efficiencies obtained exceed conventional methods. The sorbent can be regenerated and reused. Sorbent treatment and preparation methods are also described. New methods for in-flight preparation, introduction, and control of the active sorbent into the mercury contaminated gas stream are described.
A promoted activated carbon sorbent is described that is highly effective for the removal of mercury from flue gas streams. The sorbent comprises a new modified carbon form containing reactive forms of halogen and halides. Optional components may be added to increase reactivity and mercury capacity. These may be added directly with the sorbent, or to the flue gas to enhance sorbent performance and/or mercury capture. Mercury removal efficiencies obtained exceed conventional methods. The sorbent can be regenerated and reused. Sorbent treatment and preparation methods are also described. New methods for in-flight preparation, introduction, and control of the active sorbent into the mercury contaminated gas stream are described.
A promoted activated carbon sorbent is described that is highly effective for the removal of mercury from flue gas streams. The sorbent comprises a new modified carbon form containing reactive forms of halogen and halides. Optional components may be added to increase reactivity and mercury capacity. These may be added directly with the sorbent, or to the flue gas to enhance sorbent performance and/or mercury capture. Mercury removal efficiencies obtained exceed conventional methods. The sorbent can be regenerated and reused. Sorbent treatment and preparation methods are also described. New methods for in-flight preparation, introduction, and control of the active sorbent into the mercury contaminated gas stream are described.