Search NASA⌕ Search

SEARCH · Search NASA

Results for “radar detection”

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.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Performance Limits for Airborne Weather Detection Radar

An aircraft commander needs to be aware of weather phenomena that might be hazardous to his aircraft and mission. An important tool for this is airborne weather (WX) detection radar. The airborne WX radar needs to map weather for the aircraft commander that might be relevant to the safety of the aircraft, which involves both detecting a weather phenomenon, and to some extent seeing through it to detect weather phenomena behind it. Many factors influence the performance of an airborne WX radar

47 OTHER INSTRUMENTATION↗
DOE OSTI2020

Target Detection via Cognitive Radars Using Change-Point Detection, Learning, and Adaptation

Many radar detection algorithms that assume a stationary environment (clutter) have been proposed and analyzed over the years. However, in practice, changes in the nonstationary environment can perturb the parameters of the clutter distribution, or even alter the clutter distribution family, which can greatly deteriorate the target detection capability. To avoid such potential performance degradation, cognitive radar systems are envisioned which are required to rapidly realize the nonstationarity, accurately learn the new characteristics of the environments, and adaptively update the detector. In this paper, aiming to develop a fully cognitive radar for target detection in nonstationary environments, we propose a unifying framework that integrates (i) change-point detection of clutter distributions by using a data-driven cumulative sum (CUSUM) algorithm and its extended version, (ii) learning/identification of clutter distribution by applying sparse theory and kernel density estimation methods, and (iii) adaptive target detection by automatically modifying the likelihood-ratio test and corresponding detection threshold. Further, with extensive numerical examples, we demonstrate the achieved improvements in detection performance due to the proposed framework in comparison to a nonadaptive case, an adaptive matched filter (AMF) method, and the clairvoyant case. Herein, we also use Wilcoxon rank-sum tests to evaluate the statistical significance of the performance improvements

42 ENGINEERING↗
DOE OSTI2025

White Paper: Drone Detection with Radar

INL recently summarized how Ukraine conducted an unprecedented drone attack on Russian air bases on Sunday, June 1, 2025 using Russian cellular networks to operate the drones. It also showed how a drone with a cellular connection can be detected using network signatures. This report adds an additional section, section 2, on detecting drones with radar if they are not connected to a cellular network and hence network signatures are not available.

42 ENGINEERING↗
DOE OSTI2021

Source Physics Experiment: Rock Valley Interferometric Synthetic Aperture RADAR Earthquake Detection Study

Seismic signals from 1993 show a series of magnitude (Mw) 3.7 or less seismic events in Rock Valley on the Nevada National Security Site (NNSS). Historic synthetic aperture radar images of that location were found that could provide interferometric synthetic aperture radar (InSAR) measures of the ground height during 1993. Given this historic SAR imagery, we explore answering the question if ground movement from the 1993 Rock Valley earthquake activity could be sensed by remote sensing means. Finding earthquake surface movement would assist in locating the Rock Valley fault and the 1993 earthquake hypocenter where the Source Physics Experiment Phase III series of experiments will be conducted. In this report, we show that InSAR can sense very small height differences, and for the European Radar Satellite-1 InSAR collections during 1992 and 1993 over Rock Valley earth surface movements were measured with 8 mm uplift and 12.5 mm subsidence over isolated areas. One of these earth movement areas coincides with an InSAR image pair coherence drop between March 5, 1993 and June 18, 1993. The coherence drop is over an approximately 13 square km area south southeast of Skull Mountain centered at 36° 43' 30" N latitude and 116° 05' 00" W longitude. Measured small surface movement and a loss of InSAR coherence may be caused by the series of earthquakes. The location of these InSAR detections may also coincide with water drainage or erosion displacement. There are no records to disambiguate the earthquake and erosion earth surface motion possibilities. Therefore, the InSAR findings of earth surface movement by InSAR are inconclusive.

58 GEOSCIENCES↗
DOE OSTI2024

Assessing Resilience in Lane Detection Methods: Infrastructure-Based Sensors and Traditional Approaches for Autonomous Vehicles

Traditional autonomous vehicle perception subsystems that use onboard sensors have the drawbacks of high computational load and data duplication. Infrastructure-based sensors, which can provide high quality information without the computational burden and data duplication, are an alternative to traditional autonomous vehicle perception subsystems. However, these technologies are still in the early stages of development and have not been extensively evaluated for lane detection system performance. Therefore, there is a lack of quantitative data on their performance relative to traditional perception methods, especially during hazardous scenarios, such as lane line occlusion, sensor failure, and environmental obstructions. We address this need by evaluating the influence of hazards on the resilience of three different lane detection methods in simulation: (1) traditional camera detection using a U-Net algorithm, (2) radar detections using infrastructure-based radar retro-reflectors (RRs), and (3) direct communication of lane line information using chip-enabled raised pavement markers (CERPMs). The performance of each of these methods is assessed using resilience engineering metrics by simulating the individual methods for each sensor technology’s response to related hazards in the CARLA simulator. Using simulation techniques to replicate these methods and hazards acquires extensive datasets without lengthy time investments. Specifically, the resilience triangle was used to quantitatively measure the resilience of the lane detection system to obtain unique insights into each of the three lane detection methods; notably the infrastructure-based CERPMs and RRs had high resistance to hazards and were not as easily affected as the vision-based U-Net. However, while U-Net was able to recover the fastest from the disruption as compared to the other two methods, it also had the most performance loss. Overall, this study demonstrates that while infrastructure-based lane keeping technologies are still in early development, they have great potential as alternatives to traditional ones.

Patil, Pritesh↗
DOE OSTI2023

Spatiotemporal features of traffic help reduce automatic accident detection time

Quick and reliable automatic detection of traffic accidents is of paramount importance to save human lives in transportation systems. However, automatically detecting when accidents occur has proven challenging, and minimizing the time to detect accidents (TTDA) by using traditional features in machine learning (ML) classifiers has plateaued. We hypothesize that accidents affect traffic farther from the accident location than previously reported. Therefore, leveraging traffic signatures from neighboring sensors that are adjacent to accidents should help improve their detection. We confirm this hypothesis by using verified ground-truth accident data, traffic data from radar detection system sensors, and light and weather conditions and show that we can minimize the TTDA while maximizing classification performance by considering spatiotemporal features of traffic. Specifically, we compare the performance of different ML classifiers (i.e, logistic regression, random forest, and XGBoost) when controlling for different numbers of neighboring sensors and TTDA horizons. We use data from interstates 75 and 24 in the metropolitan area that surrounds Chattanooga, TN. Our results show that the XGBoost classifier produces the best results by detecting accidents as quickly as 1.0 min after their occurrence with an area under the receiver operating characteristic curve of up to 83% and an average precision of up to 49%. We describe limitations, open challenges, and how the proposed framework can be used for quicker operational accident detection.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Multi–year analysis of rain–snow levels at Marquette, Michigan

This study uses observations from a ground-based instrument suite to investigate the rain-snow level in stratiform rainfall from January 2014 to April 2020 in the Upper Great Lakes Region. The height above the surface where ice melts to rain, the rain-snow level (RSL), influences microphysical assumptions in remote sensing precipitation retrievals and the ability of space-based radar to discriminate surface precipitation phase because of ground clutter. The instrument suite is installed at the Marquette, MI (MQT) National Weather Service station adjacent to Lake Superior. Rain events and the RSL are studied through a ground-based vertically profiling radar (Micro Rain Radar), a custom NASA-developed video disdrometer (Precipitation Imaging Package), and reanalyses products from ECMWF ERA5 and NASA MERRA-2. Further, distinct macro and micro physical characteristics are observed in precipitation events with shallow RSL ( < 1.8 km above ground level [AGL]) and intermediate RSL ( > 1.8 km AGL). Intermediate RSL correspond to rain events with relatively higher rain rates and a higher concentration of small drops in the drop size distributions (DSDs). Shallow RSL DSDs contain relatively higher concentrations of large drops with lower fall speeds suggesting that partially melted snowflakes may be reaching the surface. Reflectivity-rain-rate relationships are also impacted by microphysical differences associated with RSL regimes. Radar-detected RSL agree with reanalysis-derived melt levels- especially at wet-bulb isotherms of 0.5°C and 1°C. Seasonal differences such as shallow rain-snow levels in winter, fall, and spring have subsequent implications for satellite detectability.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Radar and lidar based cloud type product at the ARM ENA observatory

Following methods outlined in Remillard et al. (2012), we classify seven cloud types using radar reflectivity, best-estimated cloud base, and cloud-layer product from the Active Remotely Sensed Cloud Locations (ARSCL) product (Kollias et al. 2007). A cloud mask is created based on the detectable radar reflectivity (>-40 dBZ) combined with the best-estimated cloud base height. Each cloud object is analyzed individually as contiguous cloudy pixels, and its type is determined based on the cloud’s boundaries and duration. Focusing on marine boundary-layer clouds, low clouds are further classified into four types: shallow cumulus, broken stratocumulus (Sc) or cumulus clouds, single-layer Sc, and multi-layer Sc or Sc coupled with cumulus. The remaining three categories are middle clouds, high clouds, and deep convective clouds. For detailed definition of each cloud type, please refer to Zheng et al. (2024).

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

A traffic accident dataset for Chattanooga, Tennessee

This publication presents an annotated accident dataset which fuses traffic data from radar detection sensors, weather condition data, and light condition data with traffic accident data (as illustrated in Fig. 1) in a format that is easy to process using machine learning tools, databases, or data workflows. The purpose of this data is to analyze, predict, and detect traffic patterns when accidents occur. Each file contains a timeseries of traffic speeds, flows, and occupancies at the sensor nearest to the accident, as well as 5 neighboring sensors upstream and downstream. It also contains information about the accident type, date, and time. In addition to the accident data, we provide baseline data for typical traffic patterns during a given time of day. Overall, the dataset contains 6 months of annotated traffic data from November 2020 to April 2021. During this timeframe, and 361 accidents occurred in the monitored area around Chattanooga, Tennessee. This dataset served as the basis for a study on topology-aware automated accident detection for a companion publication [1].

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2025

Identifying Urban Pluvial Frequency Flooding Hotspots Using the Topographic Control Index and Remote Sensing Radar Images for Early Warning Systems

Identifying areas that frequently experience post-rainfall ponding is essential for effective flood mitigation and planning. This study integrates Sentinel-1 radar imagery and the Topographic Control Index (TCI) to identify 378 flood-prone urban depressions in Beaumont, Texas. Out of 159 major rainfall events, only six had Sentinel-1 radar imagery acquired within six hours of peak rainfall, and these were used to generate the flood frequency map; the ground-based flood sensor data were used to verify that these selected events corresponded to actual peak rainfall and to validate radar-detected water pixels. Validation results showed 100% precision, 70.87% recall, an F1-score of 82.95%, and 71.32% overall accuracy. Approximately 84% of medium-to-high TCI depressions overlapped with Beaumont’s two-year inundation map, confirming a strong relationship between TCI and observed flooding. A total of 124 depressions retained significant water, and after excluding 25 engineered detention ponds, 99 natural depressions remained flood vulnerable. Among these, 74 depressions with medium or high TCI were identified as the highest-priority nuisance flooding hotspots. The results demonstrate that combining TCI with radar imagery provides a reliable and cost-effective approach for identifying areas prone to frequent urban ponding. This framework supports practical decision-making for drainage improvements, hotspot identification, and early-warning system development in urban flood-prone regions.

Sentinel-1 radar imagery↗
DOE OSTI2025

Multi-frequency progressive refinement for learned inverse scattering

Interpreting scattered acoustic and electromagnetic wave patterns is a computational task that enables remote imaging in a number of important applications, including medical imaging, geophysical exploration, sonar and radar detection, and nondestructive testing of materials. However, accurately and stably recovering an inhomogeneous medium from far-field scattered wave measurements is a computationally difficult problem, due to the nonlinear and non-local nature of the forward scattering process. We design a neural network, called Multi-Frequency Inverse Scattering Network (MFISNet), and a training method to approximate the inverse map from far-field scattered wave measurements at multiple frequencies. We consider three variants of MFISNet, with the strongest performing variant inspired by the recursive linearization method — a commonly used technique for stably inverting scattered wavefield data — that progressively refines the estimate with higher frequency content. MFISNet outperforms past methods in regimes with high-contrast, heterogeneous large objects, and inhomogeneous unknown backgrounds.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Continuous Emulation and Multiscale Visualization of Traffic Flow Using Stationary Roadside Sensor Data

With the advent of the next-generation traffic monitoring systems, there has been a significant increase in the spatial-temporal resolution of vehicle mobility data in many cities. Effective analysis and visualization of such data can provide transportation planners with data-driven insights, which can facilitate the understanding of multiscale traffic dynamics. In this paper, we present a web-based traffic emulator for emulating and visualizing near-real-time and historical traffic flows on highways using data from road-side sensors. To construct a continuous traffic flow, the emulator adopts an analytical pipeline that can (a) integrate traffic data collected from discrete road-side radar detection sensors, (b) interpolate traffic conditions (vehicle speed and volume) on unmeasured road segments based on traffic flow theory, and (c) generate lane-specific vehicle trajectories and movements using a mathematically optimized representation of the road network. Our app also provides an integrated visual workflow that allows users to explore the interconnected traffic dynamics using an appropriate traffic flow visualization selected based on the level of detail. We devise two innovative geo-visualization techniques that utilize an animated strips-network representation and a lane usage matrix to visualize lane performances. To ensure a smooth emulation of large-scale traffic flow in an easy-to-access web environment, we implement the emulator using client-side GPU-accelerated techniques. Lastly, we close with a case study that visualizes traffic dynamics of two scenarios - an afternoon peak hour and a traffic accident - in Chattanooga, Tennessee. Our app visualizes the responses of traffic dynamics during different traffic conditions, and to the presence of the traffic accident at different spatial scales.

42 ENGINEERING↗
DOE OSTI2021

Performance Study of Distance-Weighting Approach with Loopy Sum-Product Algorithm for Multi-Object Tracking in Clutter

In this paper, we explore the performance of the distance-weighting probabilistic data association (DWPDA) approach in conjunction with the loopy sum-product algorithm (LSPA) for tracking multiple objects in clutter. First, we discuss the problem of data association (DA), which is to infer the correspondence between targets and measurements. DA plays an important role when tracking multiple targets using measurements of uncertain origin. Second, we describe three methods of data association: probabilistic data association (PDA), joint probabilistic data association (JPDA), and LSPA. We then apply these three DA methods for tracking multiple crossing targets in cluttered environments, e.g., radar detection with false alarms and missed detections. We are interested in two performance metrics: tracking accuracy and computation time. LSPA is known to be superior to PDA in terms of the former and to dominate JPDA in terms of the latter. Last, we consider an additional DA method that is a modification of PDA by incorporating a weighting scheme based on distances between position estimates and measurements. This distance-weighting approach, when combined with PDA, has been shown to enhance the tracking accuracy of PDA without significant change in the computation burden. Since PDA constitutes a crucial building block of LSPA, we hypothesize that DWPDA, when integrated with LSPA, would perform better under the two performance metrics above. Contrary to expectations, the distance-weighting approach does not enhance the performance of LSPA, whether in terms of tracking accuracy or computation time.

47 OTHER INSTRUMENTATION↗
DOE OSTI2020

Dynamic Queue Prediction at Signalized Intersections with Fusing Sensory Information and Connected Vehicles

Queue length is one of the most essential metrics for indicating traffic conditions at signalized intersections. Most existing studies mainly focus on queue length estimation in a retrieving way which cannot effectively predict the future state of vehicle in queue. This paper proposes an innovative dynamic queue prediction model in a vehicle-infrastructure cooperative way. The proposed dynamic queue predictor can customize the queue prediction using the trajectories of preceding vehicles from radar detection with varying information from loop detectors and connected vehicles (CVs). The dynamic queue prediction accuracy can be further improved with at least one present CV in the same cycle. With the accurate dynamic queue prediction, we present a case study of Queue-Aware Eco-Approach and Departure (QEAD) to provide an online optimal vehicle trajectory considering both the signal status and preceding vehicle's future status in queue. The proposed framework and algorithms are of pragmatic significance and one of its advanced features is the ability to work under low penetration rate of CVs. The test using Next Generation SIMulation (NGSIM) dataset and a case study in VISSIM microscopic simulation show promising results.

Ye, Fei↗
DOE OSTI2021

Considerations for Detection of Dismounts with FOPEN Radar

The precise and accurate detection of dismounts is a desired capability for many radar systems. To detect dismounts under foliage requires using a radar with foliage penetrating (FOPEN) capability. FOPEN frequencies are subject to unique phenomenological aspects that are not typically encountered at microwave frequencies. This phenomenology places limitations on the feasibility of microwave radar approaches for dismount detection. This report provides an overview of these aspects of FOPEN radar system design.

47 OTHER INSTRUMENTATION↗
DOE OSTI2024

Weather radar utility in hazard detection and response

Publicly accessible weather radar data have significant capabilities for meteorological measurements and predictions and, further, have the potential to measure nonmeteorological events that include smoke, ash, and debris plumes as well as explosions. The ability to identify and track nonmeteorological events can be of assistance in emergency response, hazard mitigation, and related activities in locations where radar coverage both exists and is recorded and accessible to the user. Here, in this study, events from multiple locations in the United States that are reported in news outlets are assessed using a manual inspection process of Level 2 weather radar data to identify anthropogenic and nonbiological returns. Explosive events are also identified, and a large high-altitude debris cloud from the intentional destruction of the SpaceX Starship is tracked across a wide area. Finally, future efforts using a machine learning model are discussed as a means of automating the process and potentially enabling near-real-time nonmeteorological event identification in the same areas where the data are accessible. Using weather radar data can be a valuable new tool for Department of Defense systems to aid in military awareness, and for interagency emergency response and forensic mission experts to consider national weather service data in their mission profiles. Radar data can be effective in detecting several common types of emergencies and inform and aid response personnel.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

An Investigation of the Ice Cloud Detection Sensitivity of Cloud Radars Using the Raman Lidar at the ARM SGP Site

The ice cloud detection sensitivity of the millimeter cloud radar (MMCR) and the Ka-band Zenith radar (KAZR) is investigated using a collocated Raman lidar (RL) at the Atmospheric Radiation Measurement Program Southern Great Plains site. Only profiles that are transparent to the RL with ice clouds only are considered in this study. The MMCR underestimates the RL ice cloud optical depth (COD) by 20%. The MMCR detects no ice clouds in 37% of the profiles. These profiles where ice cloud goes undetected by the MMCR typically contain very optically thin clouds, with a mean RL ice COD of 0.03. Higher ice cloud detection sensitivity is found for the KAZR, which underestimates the RL ice COD by 15%. The decrease in the ice COD bias for the KAZR compared to the MMCR is largely due to a decrease in the ice COD bias for the situation where the transparent profiles with ice clouds are detected by both the RL and cloud radar. The climatic net ice cloud radiative effects (CREs) from the RL at the top of the atmosphere (TOA) and the surface are 3.2 W m−2 and −0.6 W m−2, respectively. The ice CREs at the TOA and surface are underestimated for the MMCR by 0.7 W m−2 and 0.16 W m−2 (21% and 29%) and underestimated for the KAZR by 0.6 W m−2 and 0.14 W m−2 (17% and 24%). The ice clouds undetected by the cloud radars led to underestimating the climatic net cloud heating rates below 150 hPa by about 0–0.04 K day−1.

54 ENVIRONMENTAL SCIENCES↗