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The new NASA LaRC Pulsed 2-Micron Laser Transmitter for Coherent 3-D Doppler Wind Lidar Systems is an innovative concept and architecture based on a Tm:Fiber laser end-pumped Ho:YAG laser transmitter. This transmitter meets the requirements for space-based coherent Doppler wind lidar while reducing the mission failure risks. A key advantage of this YAG based transmitter technology includes the fact that the design is based on mature and low-risk space-qualified YAG host crystal. The transmitter operates at a 2096 nm wavelength using Ho:YAG, resulting in high atmospheric transmission (>99%), versus a transmitter operating at 2053 nm using co- doped Tm:Ho:LuLiF, which suffers limited transmission (90%) due to water vapor interference. In-band pumping through Tm:Fiber pump Ho:YAG architecture offers lower quantum defect from 1908 to 2096 nm (9.1%) compared to traditionally used co-doped Tm:Ho:LuLiF of 792 to 2051 nm (61%). The transmitter has an efficient pump compared to LuLF, since YAG has 27% higher pump absorption and 52% lower reabsorption of the emitted 2-micron, resulting in higher efficiency and lower heat load. Being isotropic, YAG is amenable for spatial-hole burning mitigation which supports linear cavity architecture without compromising injection seeding quality. This attribute is important in designing a compact, stable, high seeding efficiency laser. A folded linear cavity for long pulse (>200 ns), transform limited line-width (2.2 MHz) and high beam quality (M2 = 1.04) - the most critical parameters for coherent detection - are easier to achieve using YAG compared to LuLF. Lower heat load results in high repetition rate (>300 Hz) operation, which allows higher probability of wind measurements through broken clouds, off clouds, and below clouds, thus reducing errors and increasing science data product quantity and quality.

The NASA innovation leverages existing ballast fluid of a maritime structure to proactively mitigate undesirable resonant response characteristics of the platform or vessel. Essentially, this innovation couples water ballast as a functional working mass to the dynamic motion of a floating structure in order to provide passive motion management of the primary structure. The system can be implemented pre-design or post manufacture. The systems are simple and are easily manufactured, transported, and implemented onto a primary structure. The NASA technology has been designed (patents applied for) for a range of platform designs and can be further customized depending on the final application requirements. Prototypes have been built and tested in a wind-wave tank test bed at the University of Maine.

The Rotational Tension Element Damper (RTED) uses a controlled tension line, backed by hydraulics, to damp large displacements in large structures. NASA built RTED prototypes that have been successfully tested on a 170-foot long wind turbine blade in test beds at the University of Maine. In this case, the RTED device damps the vibration of the large, tall turbine blades relative to a stationary anchor structure on the ground using a line and spring coupled to both the blade and the anchor, and controlled by a spool fitted with a one-way clutch. When force is applied, from heavy wind for example, the resulting movement of the tall structure triggers the necessary tension and compression cycles in the system to engage the rotating damper. The reaction force interferes with the rotation speed of the spool and disrupts and damps the vibration in the tall structure. The figure below shows test data for the RTED used on the wind turbine.

The technology presents an on-board estimation, navigation and control architecture for multi-rotor drones flying in an urban environment. It consists of adaptive algorithms to estimate the vehicle's aerodynamic drag coefficients with respect to still air and urban wind components along the flight trajectory, with guaranteed fast and reliable convergence to the true values. Navigation algorithms generate feasible trajectories between given way-points that take into account the estimated wind. Control algorithms track the generated trajectories as long as the vehicle retains a sufficient number of functioning rotors that are capable of compensating for the estimated wind. The technology provides a method of measuring wind profiles on a drone using existing motion sensors, like the inertial measurement unit (IMU), rate gyroscope, etc., that are observably necessary for any drone to operate. The algorithms are used to estimate wind around the drone. They can be used for stability or trajectory calculations, and are adaptable for use with any UAV regardless of the knowledge of weight and inertia. They further provide real-time calculations without additional sensors. The estimation method is implemented using onboard computing power. It rapidly converges to true values, is computationally inexpensive, and does not require any specific hardware or specific vehicle maneuvers for the convergence. All components of this on-board system are computationally effective and are intended for a real time implementation. The method's software is developed in a Matlab/Simulink environment, and has executable versions, which are suitable for majority of existing onboard controllers. The algorithms were tested in simulations.

NASAs imaging system is comprised of a small CMOS camera fitted with a C-mount lens affixed to a 3D-printed mount. Light from the high-intensity LED is passed through a lens that both diffuses and collimates the LED output, and this light is coupled onto the cameras optical axis using a 50:50 beam-splitting prism. Use of the collimating/diffusing lens to condition the LED output provides for an illumination source that is of similar diameter to the cameras imaging lens. This is the feature that reduces or eliminates shadows that would otherwise be projected onto the subject plane as a result of refractive index variations in the imaged volume. By coupling the light from the LED unit onto the cameras optical axis, reflections from windows which are often present in wind tunnel facilities to allow for direct views of a test section can be minimized or eliminated when the camera is placed at a small angle of incidence relative to the windows surface. This effect is demonstrated in the image on the bottom left of the page. Eight imaging systems were fabricated and used for capturing background oriented schlieren (BOS) measurements of flow from a heat gun in the 11-by-11-foot test section of the NASA Ames Unitary Plan Wind Tunnel (see test setup on right). Two additional camera systems (not pictured) captured photogrammetry measurements.

NASAs single grid, self-aligned focusing schlieren optical assembly is attached to a commercial-off-the-shelf camera. It directs light from the light source through a condenser lens and linear polarizer towards a polarizing beam-splitter where the linear, vertically-polarized component of light is reflected onto the optical axis of the instrument. The light passes through a Ronchi ruling grid, a polarizing prism, and a quarter-wave plate prior to projection from the assembly as right-circularly polarized light. The grid-patterned light (having passed through the Ronchi grid) is directed past the density object onto a retroreflective background that serves as the source grid. Upon reflection off the retroreflective background, the polarization state of light is mirrored. It passes the density object a second time and is then reimaged by the system. Upon encountering the polarizing prism the second time, the light is refracted resulting in a slight offset. This refracted light passes through the Ronchi ruling grid, now serving as the cutoff grid, for a second time before being imaged by the camera. Both small- and large-scale experimental set ups have been evaluated and shown to be capable of fields-of-view of 10 and 300 millimeters respectively. Observed depths of field were found to be comparable to existing systems. Light sources, polarizing prisms, retroreflective materials and lenses can be customized to suit a particular experiment. For example, with a high speed camera and laser light source, the system has collected flow images at a rate of 1MHz.

Traditionally, unsteady pressure transducers have been the instrumentation of choice for investigating unsteady flow phenomena which can be time-consuming and expensive. The ability to measure and compute these flows has been a long-term challenge for aerospace vehicle designers and manufacturers. Results using only the pressure transducers are prone to inaccuracies, providing overly conservative load predictions in some cases and underestimating load predictions in other areas depending on the flow characteristics. NASA Ames has developed a new state-of-the-art method for measuring fluctuating aerodynamic-induced pressures on wind tunnel models using unsteady Pressure Sensitive Paint (uPSP). The technology couples recent advances in high-speed cameras, high-powered energy sources, and fast response pressure-sensitive paint. The unsteady pressure-sensitive paint (uPSP) technique has emerged as a powerful tool to measure flow, enabling time-resolved measurements of unsteady pressure fluctuations within a dense grid of spatial points on a wind tunnel model. The invention includes details surrounding uPSP processing. This technique enables time-resolved measurements of unsteady pressure fluctuations within a dense grid of spatial points representing the wind tunnel model. Since uPSP is applied by a spray gun, it is continuously distributed. With this approach, if the model geometry can be painted, viewed from a camera, and excited by a lamp source, uPSP data can be collected. Unsteady PSP (uPSP) has the ability to determine more accurate integrated unsteady loads.

Proprotors on tiltrotor aircraft have complex aeroelastic properties, experiencing torsion, bending, and chord movement vibrational modes, in addition to whirl flutter dynamic instabilities. These dynamics can be stabilized by high-frequency swashplate adjustments to alter the incidence angle between the swashplate and the rotor shaft (cyclic control) and blade pitch (collective control). To make these high-speed adjustments while minimizing control inputs, generalized predictive control (GPC) algorithms predict future outputs based on previous system behavior. However, these algorithms are limited by the fact that tiltrotor systems can substantially change in orientation and airspeed during a normal flight regime, breaking system continuity for predictive modeling. NASA’s Advanced GPC (AGPC) is a self-adaptive algorithm that overcomes these limitations by identifying system changes and adapting its predictive behavior as flight conditions change. If system vibration conditions deteriorate below a set threshold for a set time interval, the AGPC will incrementally update its model parameters to improve damping response. AGPC has shown significant performance enhancements over conventional GPC algorithms in comparative simulations based on an analytical model of NASA’s TiltRotor Aeroelastic Stability Testbed (TRAST). Research for Hardware-In-the-Loop testing and flight vehicle deployment is ongoing, and hover data show improved vibration reduction and stability performance using AGPC over other methods. The example presented here is an application to tiltrotor aircraft for envelope expansion and vibration reduction. However, AGPC can be employed on many dynamic systems.

The MAchine learning ESTimations for uRban Operations (MAESTRO) system is a novel approach that couples commodity sensors with advanced algorithms to provide real-time onboard local wind and kinematics estimations to a vehicle's guidance and navigation system. Sensors and computations are integrated in a novel way to predict local winds and promote safe operations in dynamic urban regions where Global Positioning System/Global Navigation Satellite System (GPS/GNSS) and other network communications may be unavailable or are difficult to obtain when surrounded by tall buildings due to multi-path reflections and signal diffusion. The system can be implemented onboard an Unmanned Aerial Systems (UAS) and once airborne, the system does not require communication with an external data source or the GPS/GNSS. Estimations of the local winds (speed and direction) are created using inputs from onboard sensors that scan the local building environment. This information can then be used by the onboard guidance and navigation system to determine safe and energy-efficient trajectories for operations in urban and suburban settings. The technology is robust to dynamic environments, input noise, missing data, and other uncertainties, and has been demonstrated successfully in lab experiments and computer simulations.

The novel approach for optimizing airspeed for both actual and predicted wind conditions in electric Vertical Takeoff and Landing (eVTOL) aircraft with Distributed Electric Propulsion (DEP) systems includes the process of creating a lookup table for wind‐optimal airspeed as a function of wind magnitude, considering the direction of the wind relative to the cruise segment, considering the cruise altitude for an aircraft type, and incorporating the wind-optimal airspeed lookup table in the performance database for real‐time access by the Flight Management Systems (FMS) to predict wind-optimal airspeed at waypoints of the flight plan. The target wind‐optimal airspeed is updated in real-time throughout the cruise portion of a flight. In a test of the wind-optimal airspeed targeting technique using a multi-rotor aircraft model, results obtained show benefits of flying at the wind‐optimal cruise airspeed compared to the best‐range airspeed. In headwind conditions, energy consumption was reduced by up to 7.5%, and flight duration was reduced by up to 28%. Under uncertain wind magnitudes, flying at wind-optimal airspeed offered lower variability and higher predictability in energy consumption than flying at best‐range airspeed.