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At least 235 records · Page 13

Effect of Approach Speed and Electrode Geometry on Electrostatic Discharges Off Floating Dielectrics

With the damaging effects of electrostatic discharges (ESDs), it is important to study them within various parameter regimes relevant to real-world scenarios. One such scenario studied here is a floating dielectric with no nearby ground plane with a grounded object approaching at a high rate of speed. One may encounter this scenario when moving objects by hand. Discharge current and radiated fields are captured for discharges drawn from polytetrafluoroethylene (PTFE) and poly methyl methacrylate (PMMA) with approach speeds ranging from 20 to 100 mm/s. Previous studies have shown that at lower speeds in metal-to-metal or metal-to-ground backed dielectric geometries, the peak current and discharge distance decrease with increasing speed. However, in the speed range studied here, an increase in distance and current are observed for increasing speed. Namely, the highest speeds coincide with the highest peak currents and discharge distances of approximately 800 mA and up to 24 mm. Further, with no grounded backing, as opposed to setups in other ESD studies, the electric field between the dielectric and an approaching electrode has a more uniform distribution with highest fields at the electrode, which is elucidated to be the driving factor in the differences revealed in this study. Two spheres of differing diameters and a conical electrode are used to draw discharges off the dielectric surfaces. Captured radiated fields via B-dot sensor, plasma imagery via intesified charge-coupled device (ICCD), and mapping of surface potential reveal that a majority of the energy lost during a discharge goes to gas losses and radiated fields.

36 MATERIALS SCIENCE↗

SU-E-T-598: The Effects of Arm Speed for Quality Assurance and Commissioning Measurements in Rectangular and Cylindrical Scanners

Purpose: Cylindrical and rectangular scanning water tanks are examined with different scanning speeds to investigate the TG-106 criteria and the errors induced in the measurements. Methods: Beam profiles were measured in a depth of R50 for a low-energy electron beam (6 MeV) using rectangular and cylindrical tanks. The speeds of the measurements (arm movement) were varied in different profile measurements. Each profile was measured with a certain speed to obtain the average and standard deviation as a parameter for investigating the reproducibility and errors. Results: At arm speeds of ∼0.8 mm/s the errors were as large as 2% and 1% with rectangular and cylindrical tanks, respectively. The errors for electron beams and for photon beams in other depths were within the TG-106 criteria of 1% for both tank shapes. Conclusion: The measurements of low-energy electron beams in a depth of R50, as an extreme case scenario, are sensitive to the speed of the measurement arms for both rectangular and cylindrical tanks. The measurements in other depths, for electron beams and photon beams, with arm speeds of less than 1 cm/s are within the TG-106 criteria. An arm speed of 5 mm/s appeared to be optimal for fast and accurate measurements for both cylindrical and rectangular tanks.

07 ISOTOPE AND RADIATION SOURCES↗

SU-E-J-28: Gantry Speed Significantly Affects Image Quality and Imaging Dose for 4D Cone-Beam Computed Tomography On the Varian Edge Platform

Purpose: 4D-CBCT facilitates assessment of tumor motion at treatment position. We investigated the effect of gantry speed on 4D-CBCT image quality and dose using the Varian Edge On-Board Imager (OBI). Methods: A thoracic protocol was designed using a 125 kVp spectrum. Image quality parameters were obtained via 4D acquisition using a Catphan phantom with a gating system. A sinusoidal waveform was executed with a five second period and superior-inferior motion. 4D-CBCT scans were sorted into 4 and 10 phases. Image quality metrics included spatial resolution, contrast-to-noise ratio (CNR), uniformity index (UI), Hounsfield unit (HU) sensitivity, and RMS error (RMSE) of motion amplitude. Dosimetry was accomplished using Gafchromic XR-QA2 films within a CIRS Thorax phantom. This was placed on the gating phantom using the same motion waveform. Results: High contrast resolution decreased linearly from 5.93 to 4.18 lp/cm, 6.54 to 4.18 lp/cm, and 5.19 to 3.91 lp/cm for averaged, 4 phase, and 10 phase 4DCBCT volumes respectively as gantry speed increased from 1.0 to 6.0 degs/sec. CNRs decreased linearly from 4.80 to 1.82 as the gantry speed increased from 1.0 to 6.0 degs/sec, respectively. No significant variations in UIs, HU sensitivities, or RMSEs were observed with variable gantry speed. Ion chamber measurements compared to film yielded small percent differences in plastic water regions (0.1–9.6%), larger percent differences in lung equivalent regions (7.5–34.8%), and significantly larger percent differences in bone equivalent regions (119.1–137.3%). Ion chamber measurements decreased from 17.29 to 2.89 cGy with increasing gantry speed from 1.0 to 6.0 degs/sec. Conclusion: Maintaining technique factors while changing gantry speed changes the number of projections used for reconstruction. Increasing the number of projections by decreasing gantry speed decreases noise, however, dose is increased. The future of 4DCBCT’s clinical utility relies on further investigation of image optimization.

60 APPLIED LIFE SCIENCES↗

Long-Term Vehicle Speed Prediction via Historical Traffic Data Analysis for Improved Energy Efficiency of Connected Electric Vehicles

Connected and automated vehicles (CAVs) are expected to provide enhanced safety, mobility, and energy efficiency. While abundant evidence has been accumulated showing substantial energy saving potentials of CAVs through eco-driving, traffic condition prediction has remained to be the main challenge in capitalizing the gains. The coupled power and thermal subsystems of CAVs necessitate the use of different speed preview windows for effective and integrated power and thermal management. Real-time vehicle-to-infrastructure (V2I) communications can provide an accurate speed prediction over a short prediction horizon (e.g., 30 s to 60 s), but not for a long range (e.g., over 180 s). Therefore, advanced approaches are required to develop detailed speed prediction for robust optimization-based energy management of CAVs. This paper presents an integrated speed prediction framework based on historical traffic data classification and real-time V2I communications for efficient energy management of electrified CAVs. The proposed framework provides multi-range speed predictions with different fidelity over short and long horizons. The proposed multi-range speed prediction is integrated with an economic model predictive control (MPC) strategy for the battery thermal management (BTM) of connected and automated electric vehicles (EVs). The simulation results over real-world urban driving cycles confirm the enhanced prediction performance of the proposed data classification strategy over a long prediction horizon. Despite the uncertainty in long-range CAVs’ speed predictions, the vehicle-level simulation results show that 14% and 19% energy savings can be accumulated sequentially through eco-driving and BTM optimization (eco-cooling), respectively, when compared with normal driving (i.e., human driver) and conventional BTM strategy.

Engineering↗

Enhanced Safety of Heavy-Duty Vehicles on Highways through Automatic Speed Enforcement – A Simulation Study

Highway safety remains a significant concern, especially in mixed traffic scenarios involving heavy-duty vehicles (HDV) and smaller passenger cars. The vulnerability of HDVs following closely behind smaller cars is evident in incidents involving the lead vehicle, potentially leading to catastrophic rear-end collisions. Here, this paper explores how automatic speed enforcement systems, using speed cameras, can mitigate risks for HDVs in such critical situations. While historical crash data consistently demonstrates the reduction of accidents near speed cameras, this paper goes beyond the conventional notion of crash occurrence reduction. Instead, it investigates the profound impact of driver behavior changes within desired travel speed distribution, especially around speed cameras, and their contribution to the safety of trailing vehicles, with a specific focus on heavy-duty trucks in accident-prone scenarios. To conduct this analysis, we utilize SUMO, an open-source microscopic traffic simulator, enabling realistic simulations of real-world driving behaviors with and without speed cameras. The simulations also consider empirical distributions of desired headway gaps and reaction times exhibited by human drivers. This study offers a fresh perspective on highway safety by examining how the influence of automatic speed enforcement systems on driver behavior enhances the safety of HDV when faced with challenging situations. By shedding light on these dynamics, we contribute valuable insights to the ongoing research efforts on using technology to create safer roadways, ultimately promoting safer coexistence between heavy-duty and passenger vehicles.

33 ADVANCED PROPULSION SYSTEMS↗

Assessing variability of wind speed: comparison and validation of 27 methodologies

Because wind resources vary from year to year, the intermonthly and interannual variability (IAV) of wind speed is a key component of the overall uncertainty in the wind resource assessment process, thereby creating challenges for wind farm operators and owners. We present a critical assessment of several common approaches for calculating variability by applying each of the methods to the same 37-year monthly wind-speed and energy-production time series to highlight the differences between these methods. We then assess the accuracy of the variability calculations by correlating the wind-speed variability estimates to the variabilities of actual wind farm energy production. We recommend the robust coefficient of variation (RCoV) for systematically estimating variability, and we underscore its advantages as well as the importance of using a statistically robust and resistant method. Using normalized spread metrics, including RCoV, high variability of monthly mean wind speeds at a location effectively denotes strong fluctuations of monthly total energy generation, and vice versa. Meanwhile, the wind-speed IAVs computed with annual-mean data fail to adequately represent energy-production IAVs of wind farms. Finally, we find that estimates of energy-generation variability require 10±3 years of monthly mean wind-speed records to achieve a 90 % statistical confidence. This paper also provides guidance on the spatial distribution of wind-speed RCoV.

17 WIND ENERGY↗

Trends in high-speed atmospheric flight

Some of the current problems and future trends for three types of flight within the Earth's atmosphere are considered. The three areas examined are atmosphere entry at very high speeds, atmosphere exit of launch vehicles, and sustained cruise within the atmosphere. The high-speed entry problems described are those encountered by vehicles returning to Earth after a manned mission to Mars. Such vehicles will experience atmosphere entry speeds up to 50,000 and perhaps as high as 70,000 feet per second. For these vehicles to execute a successful entry, accurate guidance at Earth approach must be provided and very precise control during the flight within the atmosphere will be a necessity. At the high entry speeds radiative heating-is greater than convective and thus it tends to exert a dominant influence on entry-vehicle configuration. The study and development of relatively slender vehicles is indicated in order to minimize the large radiative heating loads and associated heat-shield weights. Manned interplanetary missions in the future may also involve a need for very large launch vehicles. These large vehicles will have aerodynamic problems which differ somewhat from current problems. For example, drag losses decrease with increasing size and large vehicles may thus be of lower fineness ratio than present-day vehicles. With lower fineness ratio some of the difficult current problems produced by ground-wind loads and by buffet of hammerhead payload mountings will be avoided. In the case of high-speed cruise within the Earth's atmosphere, the use of hydrogen-fueled, airbreathing engines may permit attractive payload capabilities for long-range high-speed transports. For such vehicles aerodynamic problems arise because of the numerous constraints placed upon their flight paths as well as from the large volumes required for the hydrogen fuel. From payload considerations alone, attractive cruise speeds for such vehicles currently appear to be about twice that of the conventionally fueled supersonic transports now being intensively studied.

Atmospheric entry↗

Monthly and annual percentage levels of wind speed differences computed by using FPS-16 radar/Jimsphere wind profile data from Cape Kennedy, Florida

The percentage levels of wind speed differences are presented computed from sequential FPS-16 radar/Jimsphere wind profiles. The results are based on monthly profiles obtained from December 1964 to July 1970 at Cape Kennedy, Florida. The profile sequences contain a series of three to ten Jimspheres released at approximately 1.5-hour intervals. The results given are the persistence analysis of wind speed difference at 1.5-hour intervals to a maximum time interval of 12 hours. The monthly percentage of wind speed differences and the annual percentage of wind speed differences are tabulated. The percentage levels are based on the scalar wind speed changes calculated over an altitude interval of approximately 50 meters and printed out every 25 meters as a function of initial wind speed within each five-kilometer layer from near sea level to 20 km. In addition, analyses were made of the wind speed difference for the 0.2 to 1 km layer as an aid for studies associated with take-off and landing of the space shuttle.

Susko, M.↗

Comparison of sea surface wind speed fields by SEASAT radar altimeter, scatterometer and scanning multichannel microwave radiometer with an emphasis on the Southern Ocean

The SEASAT altimeter (ALT), scatterometer (SASS), and scanning microwave multichannel radiometer (SMMR) measured sea surface wind speed. During the satellite lifetime from June to October 1978, the Austral winter, the highest wind speeds were recorded in the Southern Ocean. Three-month, monthly, and three-day surface wind speed fields deduced from the three Seasat wind speed sensors are compared. The monthly and three-day fields show a pronounced mesoscale (1000 km) variability in wind speed. At all space and time scales analyzed, differences of 40% are found in the magnitude of the wind speed features, with the ALT consistently yielding the lowest wind speed and the SMMR the highest.

Mognard, N. M.↗

A review of satellite altimeter measurement of sea surface wind speed - With a proposed new algorithm

The scheduled February 1985 launch of a radar altimeter aboard the U.S. Navy satellite Geosat has motivated an in-depth investigation of wind speed retrieval from satellite altimeters. The accuracy of sea surface wind speed estimated by the Seasat altimeter is examined by comparison with wind speed estimated by the Seasat scatterometer. The intercomparison is based on globally distributed spatial and temporal averages of the estimated wind speed. It is shown that there are systematic differences between altimeter and scatterometer wind speed estimates. These differences are traced to errors in the Seasat altimeter geophysical data record wind speed algorithm. A new algorithm is proposed which yields consistent estimates from the two satellite sensors. Using this new algorithm, the rms difference between spatial and temporal averages of the two wind speed estimates is less than 1 m/s, and their correlation is greater than 0.9.

Chelton, D. B.↗

High Speed Balancing Applied to the T700 Engine

The work performed under Contracts NAS3-23929 and NAS3-24633 is presented. MTI evaluated the feasibility of high-speed balancing for both the T700 power turbine rotor and the compressor rotor. Modifications were designed for the existing Corpus Christi Army Depot (CCAD) T53/T55 high-speed balancing system for balancing T700 power turbine rotors. Tests conducted under these contracts included a high-speed balancing evaluation for T700 power turbines in the Army/NASA drivetrain facility at MTI. The high-speed balancing tests demonstrated the reduction of vibration amplitudes at operating speed for both low-speed balanced and non-low-speed balanced T700 power turbines. In addition, vibration data from acceptance tests of T53, T55, and T700 engines were analyzed and a vibration diagnostic procedure developed.

Walton, J.↗

Estimated wave speeds in coronal holes and streamers

In this paper, characteristic wave speeds in the solar corona are made based on published models of a coronal hole and streamer. It is found that the Alfven speed varies from over 4000 km/s at the center of the coronal hole at 2.0 solar radii down to about 100 km/s in the center of the streamer at 5.0 solar radii. Taking into account the bias in the streamer model, a more realistic estimate of the minimum Alfven speed is 800 km/s at the same location. The sound speed lies between 100 and 200 km/s everywhere between 2.0 and 5.0 solar radii while the flow speed is generally less than the sound speed at 2.0 solar radii and greater than the sound speed at 5.0 solar radii.

Suess, S. T.↗

High speed commercial transport fuels considerations and research needs

NASA is currently evaluating the potential of incorporating High Speed Civil Transport (HSCT) aircraft in the commercial fleet in the beginning of the 21st century. NASA sponsored HSCT enabling studies currently underway with airframers and engine manufacturers, are addressing a broad range of technical, environmental, economic, and related issues. Supersonic cruise speeds for these aircraft were originally focused in the Mach 2 to 5 range. At these flight speeds, both jet fuels and liquid methane were considered potential fuel candidates. For the year 2000 to 2010, cruise Mach numbers of 2 to 3+ are projected for aircraft fuel with thermally stable liquid jet fuels. For 2015 and beyond, liquid methane fueled aircraft cruising at Mach numbers of 4+ may be viable candidates. Operation at supersonic speeds will be much more severe than those encountered at subsonic flight. One of the most critical problems is the potential deterioration of the fuel due to the high temperature environment. HSCT fuels will not only be required to provide the energy necessary for flight, but will also be subject to aerodynamic heating and, will be required to serve as the primary heat sink for cooling the engine and airframe. To define fuel problems for high speed flight, a fuels workshop was conducted at NASA Lewis Research Center. The purpose of the workshop was to gather experts on aviation fuels, airframe fuel systems, airport infrastructure, and combustion systems to discuss high speed fuel alternatives, fuel supply scenarios, increased thermal stability approaches and measurements, safety considerations, and to provide directional guidance for future R and D efforts. Subsequent follow-up studies defined airport infrastructure impacts of high speed fuel candidates. The results of these activities are summarized. In addition, an initial case study using modified in-house refinery simulation model Gordian code (1) is briefly discussed. This code can be used to simulate different types of refineries, emphasizing jet fuel production and relative cost factors.

Lee, C. M.↗

Helicopter far-field acoustic levels as a function of reduced rotor speeds

This paper will present far-field measured noise levels relative to tests conducted with a model S-76A helicopter. The project was designed to provide supplemental experimental flight data which may be used to further study reduced helicopter rotor speeds (and thus, advancing blade-tip Mach number) effects on far-field acoustic levels. The aircraft was flown in straight and level flight while operating with both the rotor speed and flight speed as test variables. The rotor speed was varied over the range of 107 percent of the main-rotor speed (NR) to 90 percent NR and with the forward flight speed varied over the range of 155 to 35 knots indicated air speed. These conditions produced a wide range of advancing blade-tip Mach numbers to which the noise data are related.

Mueller, Arnold W.↗

SPEEDES - A multiple-synchronization environment for parallel discrete-event simulation

Synchronous Parallel Environment for Emulation and Discrete-Event Simulation (SPEEDES) is a unified parallel simulation environment. It supports multiple-synchronization protocols without requiring users to recompile their code. When a SPEEDES simulation runs on one node, all the extra parallel overhead is removed automatically at run time. When the same executable runs in parallel, the user preselects the synchronization algorithm from a list of options. SPEEDES currently runs on UNIX networks and on the California Institute of Technology/Jet Propulsion Laboratory Mark III Hypercube. SPEEDES also supports interactive simulations. Featured in the SPEEDES environment is a new parallel synchronization approach called Breathing Time Buckets. This algorithm uses some of the conservative techniques found in Time Bucket synchronization, along with the optimism that characterizes the Time Warp approach. A mathematical model derived from first principles predicts the performance of Breathing Time Buckets. Along with the Breathing Time Buckets algorithm, this paper discusses the rules for processing events in SPEEDES, describes the implementation of various other synchronization protocols supported by SPEEDES, describes some new ones for the future, discusses interactive simulations, and then gives some performance results.

Steinman, Jeff S.↗

Aerodynamic characteristics of circular-arc airfoils at high speeds

The aerodynamic characteristics of eight circular-arc airfoils at speeds of 0.5, 0.8, 0.95, and 1.08 times the speed of sound have been determined in an open-jet air stream 2 inches in diameter, using models of 1-inch chord. The lower surface of each airfoil was plane; the upper surface was cylindrical. As compared with the measurements described in NACA-TR-319, the circular-arc airfoils at speeds of 0.95 and 1.08 times the speed of sound are more efficient than airfoils of the R. A. F. or Clark Y families. At a speed of 0.5 times the speed of sound, the thick circular-arc sections are extremely inefficient, but thin sections compare favorably with those of the R. A. F. family. A moderate round of the sharp edges changes the characteristics very little and is in many instances beneficial. The results indicate that the section of the blades of propellers intended for use at high tip-speeds should be of the circular-arc form for the outer part of the blade and should be changed gradually to the R. A. F. or Clark Y form as the hub is approached.

Briggs, L J↗

Future ultra-speed tube-flight

Future long-link, ultra-speed, surface transport systems will require electromagnetically (EM) driven and restrained vehicles operating under reduced-atmosphere in very straight tubes. Such tube-flight trains will be safe, energy conservative, pollution-free, and in a protected environment. Hypersonic (and even hyperballistic) speeds are theoretically achievable. Ultimate system choices will represent tradeoffs between amoritized capital costs (ACC) and operating costs. For example, long coasting links might employ aerodynamic lift coupled with EM restraint and drag make-up. Optimized, combined EM lift, and thrust vectors could reduce energy costs but at increased ACC. (Repulsive levitation can produce lift-over-drag l/d ratios a decade greater than aerodynamic), Alternatively, vehicle-emanated, induced-mirror fields in a conducting (aluminum sheet) road bed could reduce ACC but at substantial energy costs. Ultra-speed tube flight will demand fast-acting, high-precision sensors and computerized magnetic shimming. This same control system can maintain a magnetic 'guide way' invariant in inertial space with inertial detectors imbedded in tube structures to sense and correct for earth tremors. Ultra-speed tube flight can complete with aircraft for transit time and can provide even greater passenger convenience by single-model connections with local subways and feeder lines. Although cargo transport generally will not need to be performed at ultra speeds, such speeds may well be desirable for high throughput to optimize channel costs. Thus, a large and expensive pipeline might be replaced with small EM-driven pallets at high speeds.

Salter, Robert M.↗

The selective use of functional optical variables in the control of forward speed

Previous work on the perception and control of simulated vehicle speed has examined the contributions of optical flow rate (angular visual speed) and texture, or edge rate (frequency of passing terrain objects or markings) on the perception and control of forward speed. However, these studies have not examined the ability to selectively use edge rate or flow rate. The two studies presented here show that this ability is far greater for pilots than non-pilots, as would be expected since pilots must control vehicular speed over a variety of altitudes where flow rates change independently of forward speed. These studies also show that this ability to selectively use these variables is linked to the visual contextual information about the relative validity (linkage with speed) of the two variables. Subjective judgment data also indicated that awareness of altitude and ground texture density did not mediate ground speed awareness.

Johnson, Walter W.↗