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Researchers within the eXternal Visibility System (XVS) element of the High-Speed Research (HSR) program developed and evaluated display concepts that will provide the flight crew of the proposed High-Speed Civil Transport (HSCT) with integrated imagery and symbology to permit path control and hazard avoidance functions while maintaining required situation awareness. The challenge of the XVS program is to develop concepts that would permit a no-nose-droop configuration of an HSCT and expanded low visibility HSCT operational capabilities. This study was one of a series of experiments exploring the 'design space' restrictions for physical placement of an XVS display. The primary experimental issues here was 'conformality' of the forward display vertical position with respect to the side window in simulated flight. 'Conformality' refers to the case such that the horizon and objects appear in the same relative positions when viewed through the forward windows or display and the side windows. This study quantified the effects of visual conformality on pilot flight path control and hazard avoidance performance. Here, conformality related to the positioning and relationship of the artificial horizon line and associated symbology presented on the forward display and the horizon and associated ground, horizon, and sky textures as they would appear in the real view through a window presented in the side window display. No significant performance consequences were found for the non-conformal conditions.
The results of a flight evaluation of winglets on a DC-10 Series 10 aircraft are presented. For sensitive areas of comparison, effects of winglets were determined back to back with and without winglets. Basic and reduced span winglet configurations were tested. After initial encounter with low speed buffet, a number of acceptable configurations were developed. For maximum drag reduction at both cruise and low speeds, lower winglets were required, having leading edge devices on upper and lower winglets for the latter regime. The cruise benefits were enhanced by adding outboard aileron droop to the reduced span winglet aircraft. Winglets had no significant impact on stall speeds, high speed buffet boundary, and stability and control characteristics. Flutter test results agreed with predictions and ground vibration data. Flight loads measurement also agreed with predictions.
This document describes the tests that are conducted on generic grid-forming (GFM) distributed energy resource (DER) and inverter-based resource (IBR) models to check if the performance of the model aligns respectively with the IEEE Std 1547 TM -2018 and IEEE Std 2800 TM -2022 requirements. For the IEEE Std 1547 TM -2018 requirements, specifically the tests related to volt-var requirements and frequency droop requirements are conducted. For the IEEE Std 2800 TM -2022 requirements, specifically the tests conducted are related to reactive- power-voltage control requirements, active-power-frequency response requirements, voltage disturbance ride through requirements and phase jump ride through requirements. This is an initial draft/document. There are many more tests still yet to be done to further verify if the existing standards have a gap or inadvertent barrier to GFM technology.
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Helicopters in high-speed forward flight usually experience large regions of dynamic stall over the retreating side of the rotor disk. The rapid variations in the lift and pitching moments associated with the stall process can result in vibratory loads, and can cause fatigue and failure of pitch links. In some instances, the large time lag between the aerodynamic forces and the blade motion can trigger stall flutter. A number of techniques for the alleviation of dynamic stall have been proposed and studied by researchers. Passive and active control techniques have both been explored. Passive techniques include the use of high solidity rotors that reduce the lift coefficients of individual blades, leading edge slots and leading edge slats. Active control techniques include steady and unsteady blowing, and dynamically deformable leading edge (DDLE) airfoils. Considerable amount of experimental and numerical data has been collected on the effectiveness of these concepts. One concept that has not received as much attention is the drooped-leading edge airfoil idea. It has been observed in wind tunnel studies and flight tests that drooped leading edge airfoils can have a milder dynamic stall, with a significantly milder load hysteresis. Drooped leading edge airfoils may not, however, be suitable at other conditions, e.g. in hover, or in transonic flow. Work needs to be done on the analysis and design of drooped leading edge airfoils for efficient operation in a variety of flight regimes (hover, dynamic stall, and transonic flow). One concept that is worthy of investigation is the dynamically drooping airfoil, where the leading edge shape is changed roughly once-per-rev to mitigate the dynamic stall.
Active flow control (AFC) using discrete fluidic actuators distributed along the span, just upstream of the deflected aileron of the 10% scale high-lift version of the Common Research Model (CRM-HL), was evaluated during a wind tunnel test in the NASA Langley 14- by 22-Foot Subsonic Tunnel. For this set of experiments, a new outboard section was fabricated incorporating a deflectable aileron. Aileron deflection angles of 0, 7.5, 16, and 25 were investigated. This experimental investigation is in response to a recent study by Boeing potential to use AFC with a drooped aileron during takeoff to improve lift-to-drag ratio (L/D) by as much as 5%, depending on AFC mass flow rate. AFC is used at deflection angles above the nominal deflection of 7.5 to control the resulting flow separation that occurs and potentially improve L/D. Improvements in aircraft low-speed L/D can affect vehicle range and/or payload. Tuft flow visualization data, steady and unsteady surface pressure data, and force and moment data are used to compare the flowfields with and without AFC. Parameters varied include actuator momentum coefficient and aileron deflection angle. The surface pressure and tuft flow visualization results indicate that without AFC, the flow over a majority of the aileron upper surface is separated for aileron deflection angles larger than 7.5. When AFC is applied, the flow is reattached to the aileron. Force and moment results show that a local increase in lift leads to an increase in L/D of at least 3.5% using mass flow rates thought to be available from air sources onboard a commercial transport.
Active flow control (AFC) using discrete fluidic actuators distributed along the span, just upstream of the deflected aileron of the 10% scale high-lift version of the Common Research Model (CRM-HL), was evaluated during a wind tunnel test in the NASA Langley 14- by 22-Foot Subsonic Tunnel. For this set of experiments, a new outboard section was fabricated incorporating a deflectable aileron. Aileron deflection angles of 0, 7.5, 16, and 25 were investigated. This experimental investigation is in response to a recent study by Boeing potential to use AFC with a drooped aileron during takeoff to improve lift-to-drag ratio (L/D) by as much as 5%, depending on AFC mass flow rate. AFC is used at deflection angles above the nominal deflection of 7.5 to control the resulting flow separation that occurs and potentially improve L/D. Improvements in aircraft low-speed L/D can affect vehicle range and/or payload. Tuft flow visualization data, steady and unsteady surface pressure data, and force and moment data are used to compare the flowfields with and without AFC. Parameters varied include actuator momentum coefficient and aileron deflection angle. The surface pressure and tuft flow visualization results indicate that without AFC, the flow over a majority of the aileron upper surface is separated for aileron deflection angles larger than 7.5. When AFC is applied, the flow is reattached to the aileron. Force and moment results show that a local increase in lift leads to an increase in L/D of at least 3.5% using mass flow rates thought to be available from air sources onboard a commercial transport.
Islanded microgrids are vulnerable to frequency fluctuations due to the presence of low-inertia distributed energy resources (DERs). Moreover, implementation of both synchronous-based and inverter-based DERs with a significant difference in inertia leads to a power imbalance between generation and consumption during transients. This results in frequency variations which might have severe consequences such as blackouts. This paper develops a control scheme for battery energy storage systems (BESSs) to enhance the dynamic response of islanded microgrids by mitigating the frequency fluctuations. A piecewise linear-elliptic (PLE) droop characteristic is proposed and employed in BESS to achieve a faster power balance between generation and consumption during transients, resulting in enhanced frequency responses. Different case studies are carried out to validate the viability of the proposed approach in improving the dynamics of islanded microgrids.
The objectives of this program were: to verify the model of off schedule compressor variable geometry in the T700 turboshaft engine nonlinear model; to evaluate the use of the pseudo-random binary noise (PRBN) technique for obtaining engine frequency response data; and to design a high performance power turbine speed governor using modern control methods. Reduction of T700 engine test data generated at NASA-Lewis indicated that the off schedule variable geometry effects were accurate as modeled. Analysis also showed that the PRBN technique combined with the maximum likelihood model identification method produced a Bode frequency response that was as accurate as the response obtained from standard sinewave testing methods. The frequency response verified the accuracy of linear models consisting of engine partial derivatives and used for design. A power turbine governor was designed using the Linear Quadratic Regulator (LQR) method of full state feedback control. A Kalman filter observer was used to estimate helicopter main rotor blade velocity. Compared to the baseline T700 power turbine speed governor, the LQR governor reduced droop up to 25 percent for a 490 shaft horsepower transient in 0.1 sec simulating a wind gust, and up to 85 percent for a 700 shaft horsepower transient in 0.5 sec simulating a large collective pitch angle transient.
This study presents the design of an electric vehicle (EV)-grid integration (EVGI) hardware test-bed to implement smart EV charging algorithms. Here, the proposed test-bed also allows to create different grid events via flexible integration of other power hardware (e.g., controllable loads and battery energy storage systems) and test their impacts on EV charging. The design uses a real-time digital simulator to realize a complex distribution grid model with primary and secondary networks. A grid simulator physically realizes the selected nodes of the simulated grid to power an actual EV, forming a hardware-in-the-loop (HIL) test setup. The EV-grid integration is demonstrated based on the custom hardware and software implementation of the J1772 charging protocol using dSPACE MicroLabBox, operating as a custom EV Supply Equipment (EVSE). The HIL test-bed features a novel testing platform for accurate implementation and analysis of scalable charging algorithms. To this end, a data-driven, decentralized, model-free charging controller based on the Additive Increase and Multiplicative Decrease (AIMD) algorithm is presented and validated on an EV using the HIL test-bed. We tested the proposed algorithm under various case studies, and presented a comparison study with an existing droop-based, decentralized charging solution. The results showed that the EV successfully performed charging commands generated by the EVSE and regulated its charging power to effectively reduce the system loading caused by high EV penetration.
The continuous integration of intermittent low-carbon energy resources makes islanded microgrids vulnerable to voltage fluctuations. Besides, different dynamic response of synchronous-based and inverter-based distributed generation (DG) units can result in an instantaneous power imbalance between supply and demand during transients. As a result, the ac-bus voltage of microgrid starts oscillating which might have severe consequences such as blackouts. This paper modifies the conventional control scheme of battery energy storage systems (BESSs) to participate in improving the dynamic behavior of islanded microgrids by mitigating the voltage fluctuations. A piecewise linear-elliptic (PLE) droop is proposed and employed in BESS to achieve an enhanced voltage profile by injecting/absorbing reactive power during transients. In this way, the conventional inverter implemented in BESS turns into a smart inverter to cope with fast transients. Using the proposed approach in this paper, any linear droop curve with a specified coefficient can be replaced by a PLE droop curve. Compared with linear droop, an enhanced dynamic response is achieved by utilizing the proposed PLE droop. Case study results are presented using PSCAD/EMTDC to demonstrate the superiority of the proposed approach in improving the dynamic behavior of islanded microgrids.
Here this paper presents a buck converter with sub-nW quiescent power, high efficiency, and a wide dynamic range for ultra-low-power (ULP) IoT SoCs. To optimize the SoC power consumption, the buck converter supports fast dynamic voltage and frequency scaling (DVFS) and enables fast load-transient response (FLTR) through asynchronous control. In addition, the buck converter is fully self-contained with all features integrated on chip including a proposed adaptive deadtime controller. Fabricated in 65nm CMOS, measurement results show the buck converter has an 802pW quiescent power at 1.5V input voltage and a 93% peak efficiency. The measured dynamic range is from 0.5nW to 2.75mW, which is over 6 orders of magnitude. The measured voltage droop is 54mV for a 45nA-to-1mA load current step thanks to the asynchronous load-transient detector. The buck converter achieves the highest efficiency and widest dynamic range among all the state-of-the-art sub-nW switching voltage regulators, which makes it well suited for power management in ULP SoCs.
Powered, radio-controlled flight tests were conducted on a 1/4-scale model of a spin-resistant trainer configuration to determine the stall departure and spin resistance characteristics provided by an outboard wing leading-edge droop modification. The model was instrumented to provide quantitative as well as qualitative information on flight characteristics. Flight test results indicated that the unmodified configuration (wing leading-edge droop off) exhibited an abrupt, uncontrollable roll departure at the stall. With the outboard wing leading-edge droop installed, the modified configuration exhibited flight characteristics that were resistant to stall departure and spin entry. The stall departure and spin resistance characteristics of the modified configuration were demonstrated in flight maneuvers that included idle-power stalls, full-power stalls, sideslip stalls, and accelerated stalls.
This paper demonstrates the use of grey-box system identification methods for simplifying and understanding the nonlinear power dynamics of grid-forming inverters (GFMs). The power and frequency outputs of complex high-order GFM models are fed into system identification software in order to fit them to a predetermined LTI system and learn system parameters such as (synthetic) inertia and droop constants. The same process is then run for a high-order synchronous generator model, and the outputs are fit to the same set of LTI equations. Simulation of a network of GFM inverters with diverse control architecture is also performed for the same process. The intent is threefold: first, to demonstrate the appropriateness of unified LTI models for describing the power and frequency dynamics of individual resources and connected networks, in order to facilitate analysis of larger heterogeneous networked systems; second, to discover the relationship between internal control parameters of GFMs and their externally observed values; and third, to validate that grey-box data-driven system identification techniques can be a valuable tool to discover the values of important parameters in the absence of explicit vendor models.
Scale model wind tunnel tests and full scale flight tests have been conducted for the Questair Venture general aviation aircraft configuration in order to investigate its high angle-of-attack aerodynamics. Attention is given to the formulation of a wing leading-edge modification capable of enhancing stall departure characteristics. This modification, which involved both outboard wing leading-edge droop and two chordwise leading-edge slots, is found to produce almost no wing-rock tendency when tested on a wind tunnel free-to-roll apparatus; in the full-scale aircraft, the modification yielded gentle, controllable stall characteristics with little cruise and climb performance penalty.
A numerical procedure for optimizing circulation control airfoils, which consists of the coupling of an optimization scheme with a viscous potential flow analysis for blowing jet, is presented. The desired airfoil is defined by a combination of three baseline shapes (cambered ellipse, and cambered ellipse with drooped and spiralled trailing edges). The coefficients of these shapes are used as design variables in the optimization process. Under the constraints of lift augmentation and lift-to-drag ratios, the optimal airfoils are found to lie between those of cambered ellipse and the drooped trailing edge, towards the latter as the angle of attack increases. Results agree qualitatively with available experimental data.
Flight-test information gained from a tilt-wing research aircraft tested at the Langley Research Center has shown that design problems exist in such fields as low-speed stability and control, handling qualities, and flow separation during transition. The control power in the near-hovering configuration was considered by the pilots to be inadequate in yaw, marginal in pitch, and excessive in roll. Solutions for some of the design problems are indicated; for example, the addition of a leading-edge droop to the wing in an attempt to delay flow separation resulted in such significantly improved handling qualities in the transition range that an additional descent capability of 1,100 feet per minute was obtained.