SEARCH · Engineering Papers

Results for “fleet analysis”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 271 records · Page 15

All sources NASA NTRS DOE OSTI

NASA NTRS2008

Probabilistic Analysis of Space Shuttle Body Flap Actuator Ball Bearings

A probabilistic analysis, using the 2-parameter Weibull-Johnson method, was performed on experimental life test data from space shuttle actuator bearings. Experiments were performed on a test rig under simulated conditions to determine the life and failure mechanism of the grease lubricated bearings that support the input shaft of the space shuttle body flap actuators. The failure mechanism was wear that can cause loss of bearing preload. These tests established life and reliability data for both shuttle flight and ground operation. Test data were used to estimate the failure rate and reliability as a function of the number of shuttle missions flown. The Weibull analysis of the test data for the four actuators on one shuttle, each with a 2-bearing shaft assembly, established a reliability level of 96.9 percent for a life of 12 missions. A probabilistic system analysis for four shuttles, each of which has four actuators, predicts a single bearing failure in one actuator of one shuttle after 22 missions (a total of 88 missions for a 4-shuttle fleet). This prediction is comparable with actual shuttle flight history in which a single actuator bearing was found to have failed by wear at 20 missions.

Oswald, Fred B.↗

NASA NTRSDate not supplied

Second-Generation UAM Community Noise Assessment Using the FAA Aviation Environmental Design Tool

Vehicles serving the urban air mobility (UAM) market are anticipated to operate in communities close to the public at large. The approved model for assessing environmental impact of air traffic actions in the United States, the Federal Aviation Administration’s Aviation Environmental Design Tool (AEDT), does not support analysis of such operations due to a combined lack of a UAM aircraft performance model and aircraft noise data. This paper discusses second-generation developments to assess the acoustic impact of UAM fleet operations on the community using AEDT and demonstrates its use for representative UAM operations. In particular, methods were developed to add broadband self noise into computed noise-power-distance data, and vertiport-centric operations were evaluated for two concept vehicles.

urban air mobility↗

NASA NTRS1982

A study of dirigibles for use in the Peruvian Selva Central Region

The potential for dirigibles as transports in the Selva Central region of Peru was evaluated by means of a mission and economic analysis. A total requirement to transport over 19 million tons (t) of agricultural produce, lumber, and meat was projected by the year 2004. A primary route involving zones for loading and delivering this cargo was identified. Although dirigibles are capable of short field operation, all existing airfields must be enlarged in width to allow for all conditions of wind and weather and to provide space for overnight mooring. A maintenance base and operations headquarters, complete with hangar and other service facilities would be required. The quantities of cargo to be carried establish requirements for fleets of dirigibles of various sizes and capacities. Cargo capacities of 5 to 100 tons were identified. Fleet sizes up to 106 dirigibles (in 20 t capacities) would be required. Dirigibles were assumed to be of the nonrigid type except in the 100 t category for which rigid characteristics were assumed. A method of determining dirigible costs was developed. The values derived were then applied to an economic analysis to determine initial investment and operating costs. It was found that larger dirigibles of approximately 20 t capacities or higher could offer significant cost benefits over airplanes, provided cruise speeds were higher than 100 km/hr.

Mayer, N. J.↗

NASA NTRS1982

A study of dirigibles for use in the Peruvian Selva Central region

The potential for dirigibles as transports in the Selva Central region of Peru was evaluated by means of a mission and economic analysis. A total requirement to transport over 19 million tons (t) of agricultural produce, lumber and meat was projected by the year 2004. A primary route involving zones for loading and delivering this carbo was identified. Although dirigibles are capable of short field operation, all existing airfields must be enlarged in width to allow for all conditions of wind and weather and to provide space for overnight mooring. A maintenance base and operations headquarters, complete with hangar and other service facilities would be required. The quantities of cargo capacities of 5 to 100 tons were identified. Fleet sizes up to 106 dirigibles (in 20 t capacities) would be required. Dirigibles were assumed to be of the nonrigid type except in the 100 t category for which rigid characteristics were assumed. A method of determining dirigible costs was developed. The values derived were then applied to an economic analysis to determine initial investment and operating costs. It was found that larger dirigibles of approximately 20 t capacities or higher could offer significant cost benefits over airplanes, provided cruise speeds were higher than 100km/hr.

Mayer, N. J.↗

DOE OSTI2021

Characterization of commercial vehicles’ start-up operations from in-use data

Diesel engines produce disproportionate levels of emissions when the engine and after-treatment systems are operating at low temperatures. This situation arises most commonly when the vehicle is first started after overnight. To quantify emissions attributable to vehicle starts, a sizable collection of on-road commercial vehicle operating data is analyzed to identify start-up events and inspect associated emissions. Data was obtained from the National Renewable Energy Laboratory’s (NREL’s) Fleet DNA and from the Center for Environmental Research & Technology (CE-CERT). Included are 500 + diesel vehicles with more than 42,000 recorded days, drawn from 25 vocational categories across the United States. Analysis shows that vehicle behavior, in terms of engine cold- and warm-operation, starts per day, soak time, and warm-up duration, differs significantly between vehicle vocations. Also, weighting factors for cold- and hot-starts currently used in the U.S. Environmental Protection Agency’s Federal Test Procedure (FTP) for heavy-duty emissions certification accurately represent real-world operations. Although the FTP includes a comparable fraction of cold operation, the hot fraction is much shorter than real-world operation due to limited test duration. The investigation also revealed that real-world engines operate for a significant amount of time when the engine coolant is in the “hot-stabilized” region, but the selective catalytic reduction (SCR) temperature is below its effective operating temperature of 200 °C. Of the vehicles under investigation, almost 20% of their operational time is within this condition. Therefore, novel approaches to raise and maintain SCR temperature are highly required to further reduce engine emissions.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1999

Crack Growth Simulation and Residual Strength Prediction in Airplane Fuselages

This is the final report for the NASA funded project entitled "Crack Growth Prediction Methodology for Multi-Site Damage." The primary objective of the project was to create a capability to simulate curvilinear fatigue crack growth and ductile tearing in aircraft fuselages subjected to widespread fatigue damage. The second objective was to validate the capability by way of comparisons to experimental results. Both objectives have been achieved and the results are detailed herein. In the first part of the report, the crack tip opening angle (CTOA) fracture criterion, obtained and correlated from coupon tests to predict fracture behavior and residual strength of built-up aircraft fuselages, is discussed. Geometrically nonlinear, elastic-plastic, thin shell finite element analyses are used to simulate stable crack growth and to predict residual strength. Both measured and predicted results of laboratory flat panel tests and full-scale fuselage panel tests show substantial reduction of residual strength due to the occurrence of multi-site damage (MSD). Detailed comparisons of n stable crack growth history, and residual strength between the predicted and experimental results are used to assess the validity of the analysis methodology. In the second part of the report, issues related to crack trajectory prediction in thin shells; an evolving methodology uses the crack turning phenomenon to improve the structural integrity of aircraft structures are discussed, A directional criterion is developed based on the maximum tangential stress theory, but taking into account the effect of T-stress and fracture toughness orthotropy. Possible extensions of the current crack growth directional criterion to handle geometrically and materially nonlinear problems are discussed. The path independent contour integral method for T-stress evaluation is derived and its accuracy is assessed using a p- and hp-version adaptive finite element method. Curvilinear crack growth is simulated in coupon tests and in full-scale fuselage panel tests. Both T-stress and fracture toughness orthotropy are found to be essential to predict the observed crack paths. The analysis methodology and software program (FRANC3D/STAGS) developed herein allows engineers to maintain aging aircraft economically while insuring continuous airworthiness. Consequently, it will improve the technology to support the safe operation of the current aircraft fleet as well as the design of more damage-tolerant aircraft for the next generation fleet.

Chen, Chuin-Shan↗

NASA NTRS1987

Orbiter transfer vehicle concept definition and system analysis study. Volume 4: Space station accommodations. Revision 1

A brief summary is given of the key objectives of Task 5 of the Space Station Accommodations Concept Definition. Space station accommodations were assessed and defined for each potential candidate Space-Based OTV concept and for the composite OTV fleet. To accomplish this, the functional and physical interactions between each OTV concept and the space station were defined. Then, conceptual accommodation designs were prepared and optimized for approach and configuration. Initial space station requirements were identified, including the ability to accommodate and support evolution to maturity, and then a time-phasing of accommodations was prepared showing that evolution. In the process of developing physical and functional interactions, operational requirements were defined, together with associated timelines. In that the crew complement is subject to limitations, the operational requirements derivation is biased toward automation wherever possible. For each candidate Ground-Based OTV concept, operating in conjunction with the space station, the above process was repeated.

Randall, Roger M.↗

DOE OSTI2023

Multiphysics analysis of fuel Fragmentation, Relocation, and dispersal Susceptibility–Part 2: High-Burnup Steady-State operating and fuel performance conditions

The US nuclear industry is pursuing increased cycle lengths and increasing the peak rod-averaged burnup in an effort to increase the economic viability of the US nuclear fleet. Increasing burnup will afford economic viability by enabling utilities to optimize core designs to reduce the number of fresh fuel assemblies per cycle and allow nuclear power plants to operate for a longer period of time. Longer operating periods will also decrease the number of outages experienced by a nuclear power plants and, therefore, offer utilities significant operational savings. However, extending the peak rod-averaged burnup beyond 62 GWd/tU results in operating fuel rods to higher burnup under higher power conditions. This operating regime is expected to result in higher fuel temperatures, fission gas release (FGR), and rod internal pressures (RIPs) that may challenge historical safety basis and affect high-burnup (HBU) experimental testing. In particular, these conditions directly affect fuel fragmentation, relocation, and dispersal (FFRD) susceptibility, so understanding the pretransient operating conditions is critical for developing test plans that evaluate the FFRD and develop strategies to mitigate it. This paper evaluates the operating conditions and fuel performance of HBU (greater than62 GWd/tU rod average) fuel. Additionally, it investigates fuel performance sensitivities and discusses the effect on fuel performance. Here, this work used two codes. Virtual Environment for Reactor Applications (VERA) was used to calculate steady-state power histories, identify HBU operating conditions using 10 different realistic HBU core designs, and down-select rods to a representative subset of fuel rods for subsequent BISON evaluation. The BISON fuel performance code was used to investigate steady-state HBU operating conditions and assess uncertainties associated with FGR and its effect on fuel temperatures and RIPs. The VERA and BISON results will provide direct input for HBU experimental testing and support subsequent TRACE and BISON transient fuel performance analyses.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2023

Strategies for Achieving the DOE Hydrogen Shot Goal: Thermal Conversion Approaches

In July 2021 the United States (U.S.) Department of Energy (DOE) launched the first of a series of Department-wide Energy Earthshot goals designed to accelerate breakthroughs of more abundant, affordable, and reliable clean energy solutions within the decade. The Hydrogen Shot goal seeks to reduce the cost of clean hydrogen to $\$$1 per 1 kilogram in 1 decade ("1 1 1"). Today, thermal conversion of fossil fuels represents the predominant, lowest cost method of hydrogen production. In 2020 approximately 75 percent of global, dedicated hydrogen production was produced via fossil fuels using thermal conversion approaches such as steam reforming and gasification. However, carbon management techniques such as CO 2 capture and sequestration (CCS) and pyrolysis are not widely represented in the current fossil-based hydrogen production fleet. Lowering the cost of clean hydrogen production from commercial and advanced thermal conversion-based technologies is critical for successfully achieving the Hydrogen Shot goal. This report presents the findings from an initial screening analysis of several scenarios that explore cost drivers related to clean hydrogen production. The screening encompasses commercially available and developing thermal conversion technology alternatives as well as factors exogenous to the plant such as feedstock/byproduct pricing, CO 2 pipeline and storage infrastructure costs, and scale to assess potential pathways towards meeting the Hydrogen Shot goal. Additionally, this report presents initial Research and Development (R&D) strategies to advance thermal conversion technology towards meeting the Hydrogen Shot goal.

08 HYDROGEN↗

DOE OSTI2023

Hydrogen Shot Technology Assessment: Thermal Conversion Approaches

In July 2021 the United States (U.S.) Department of Energy (DOE) launched the first of a series of Department-wide Energy Earthshot™ goals designed to accelerate breakthroughs of more abundant, affordable, and reliable clean energy solutions within the decade. The Hydrogen Shot goal seeks to reduce the cost of clean hydrogen to $\$$1 per 1 kilogram in 1 decade ("1 1 1"). Today, thermal conversion of fossil fuels represents the predominant, lowest cost method of hydrogen production. In 2020 approximately 75 percent of global, dedicated hydrogen production was produced via fossil fuels using thermal conversion approaches such as steam reforming and gasification. However, carbon management techniques such as CO 2 capture and sequestration (CCS) and pyrolysis are not widely represented in the current fossil-based hydrogen production fleet. Lowering the cost of clean hydrogen production from commercial and advanced thermal conversion-based technologies is critical for successfully achieving the Hydrogen Shot goal. This report presents the findings from an initial screening analysis of several scenarios that explore cost drivers related to clean hydrogen production. The screening encompasses commercially available and developing thermal conversion technology alternatives as well as factors exogenous to the plant such as feedstock/byproduct pricing, CO 2 pipeline and storage infrastructure costs, and scale to assess potential pathways towards meeting the Hydrogen Shot goal. Additionally, this report presents initial Research and Development (R&D) strategies to advance thermal conversion technology towards meeting the Hydrogen Shot™ goal.

08 HYDROGEN↗

NASA NTRS2003

Development and Flight Testing of an Adaptable Vehicle Health-Monitoring Architecture

Development and testing of an adaptable wireless health-monitoring architecture for a vehicle fleet is presented. It has three operational levels: one or more remote data acquisition units located throughout the vehicle; a command and control unit located within the vehicle; and a terminal collection unit to collect analysis results from all vehicles. Each level is capable of performing autonomous analysis with a trained adaptable expert system. The remote data acquisition unit has an eight channel programmable digital interface that allows the user discretion for choosing type of sensors; number of sensors, sensor sampling rate, and sampling duration for each sensor. The architecture provides framework for a tributary analysis. All measurements at the lowest operational level are reduced to provide analysis results necessary to gauge changes from established baselines. These are then collected at the next level to identify any global trends or common features from the prior level. This process is repeated until the results are reduced at the highest operational level. In the framework, only analysis results are forwarded to the next level to reduce telemetry congestion. The system's remote data acquisition hardware and non-analysis software have been flight tested on the NASA Langley B757's main landing gear.

Woodard, Stanley E.↗

NASA NTRS2002

Development and Flight Testing of an Adaptive Vehicle Health-Monitoring Architecture

On going development and testing of an adaptable vehicle health-monitoring architecture is presented. The architecture is being developed for a fleet of vehicles. It has three operational levels: one or more remote data acquisition units located throughout the vehicle; a command and control unit located within the vehicle, and, a terminal collection unit to collect analysis results from all vehicles. Each level is capable of performing autonomous analysis with a trained expert system. The expert system is parameterized, which makes it adaptable to be trained to both a user's subject reasoning and existing quantitative analytic tools. Communication between all levels is done with wireless radio frequency interfaces. The remote data acquisition unit has an eight channel programmable digital interface that allows the user discretion for choosing type of sensors; number of sensors, sensor sampling rate and sampling duration for each sensor. The architecture provides framework for a tributary analysis. All measurements at the lowest operational level are reduced to provide analysis results necessary to gauge changes from established baselines. These are then collected at the next level to identify any global trends or common features from the prior level. This process is repeated until the results are reduced at the highest operational level. In the framework, only analysis results are forwarded to the next level to reduce telemetry congestion. The system's remote data acquisition hardware and non-analysis software have been flight tested on the NASA Langley B757's main landing gear. The flight tests were performed to validate the following: the wireless radio frequency communication capabilities of the system, the hardware design, command and control; software operation and, data acquisition, storage and retrieval.

Woodard, Stanley E.↗

NASA NTRS2003

Development and Flight Testing of an Autonomous Landing Gear Health-Monitoring System

Development and testing of an adaptable vehicle health-monitoring architecture is presented. The architecture is being developed for a fleet of vehicles. It has three operational levels: one or more remote data acquisition units located throughout the vehicle; a command and control unit located within the vehicle; and, a terminal collection unit to collect analysis results from all vehicles. Each level is capable of performing autonomous analysis with a trained expert system. Communication between all levels is done with wireless radio frequency interfaces. The remote data acquisition unit has an eight channel programmable digital interface that allows the user discretion for choosing type of sensors; number of sensors, sensor sampling rate and sampling duration for each sensor. The architecture provides framework for a tributary analysis. All measurements at the lowest operational level are reduced to provide analysis results necessary to gauge changes from established baselines. These are then collected at the next level to identify any global trends or common features from the prior level. This process is repeated until the results are reduced at the highest operational level. In the framework, only analysis results are forwarded to the next level to reduce telemetry congestion. The system's remote data acquisition hardware and non-analysis software have been flight tested on the NASA Langley B757's main landing gear. The flight tests were performed to validate the following: the wireless radio frequency communication capabilities of the system, the hardware design, command and control; software operation; and, data acquisition, storage and retrieval.

Woodard, Stanley E.↗

NASA NTRS2004

Registration and Fusion of Multiple Source Remotely Sensed Image Data

Earth and Space Science often involve the comparison, fusion, and integration of multiple types of remotely sensed data at various temporal, radiometric, and spatial resolutions. Results of this integration may be utilized for global change analysis, global coverage of an area at multiple resolutions, map updating or validation of new instruments, as well as integration of data provided by multiple instruments carried on multiple platforms, e.g. in spacecraft constellations or fleets of planetary rovers. Our focus is on developing methods to perform fast, accurate and automatic image registration and fusion. General methods for automatic image registration are being reviewed and evaluated. Various choices for feature extraction, feature matching and similarity measurements are being compared, including wavelet-based algorithms, mutual information and statistically robust techniques. Our work also involves studies related to image fusion and investigates dimension reduction and co-kriging for application-dependent fusion. All methods are being tested using several multi-sensor datasets, acquired at EOS Core Sites, and including multiple sensors such as IKONOS, Landsat-7/ETM+, EO1/ALI and Hyperion, MODIS, and SeaWIFS instruments. Issues related to the coregistration of data from the same platform (i.e., AIRS and MODIS from Aqua) or from several platforms of the A-train (i.e., MLS, HIRDLS, OMI from Aura with AIRS and MODIS from Terra and Aqua) will also be considered.

LeMoigne, Jacqueline↗

NASA NTRS2018

Next Generation Aircraft Design Considering Airline Operations and Economics

Traditional approaches to design and optimization of a new system often use a system-centric objective and do not take into consideration how the operator will use this new system alongside other existing systems. When the new system design is incorporated into the broader group of systems, the performance of the operator-level objective can be sub-optimal due to the unmodeled interaction between the new system and the other systems. Among the few available references that describe attempts to address this disconnect, most follow an MDO (Multidisciplinary Design Optimization)-motivated sequential decomposition approach of first designing a very good system and then providing this system to the operator who, decides the best way to use this new system along with the existing systems. This paper addresses this issue by including aircraft design, airline operations, and revenue management "subspaces"; and presents an approach that could simultaneously solve these subspaces posed as a monolithic optimization problem rather than the traditional approach described above. The monolithic approach makes the problem an expensive Mixed Integer Non-Linear Programming problem, which are extremely difficult to solve. To address the problem, we use a recently developed optimization framework that simultaneously solves the subspaces to capture the "synergy" in the problem that the previous decomposition approaches did not exploit, addresses mixed-integer/discrete type design variables in an efficient manner, and accounts for computationally expensive analysis tools. This approach solves an 11-route airline network problem consisting of 94 decision variables including 33 integer and 61 continuous type variables. Simultaneously solving the subspaces leads to significant improvement in the fleet-level objective of the airline when compared to the previously developed sequential subspace decomposition approach.

Roy, Satadru↗

NASA NTRSDate not supplied

Community Noise Assessment of Urban Air Mobility Vehicle Operations using the FAA Aviation Environmental Design Tool

In contrast to most commercial air traffic today, vehicles serving the urban air mobility (UAM) market are anticipated to operate in communities close to the public at large. The approved model for assessing environmental impact of air traffic actions in the United States, the Federal Aviation Administration’s Aviation Environmental Design Tool (AEDT), does not support analysis of such operations due to a combined lack of a UAM aircraft performance model and aircraft noise data. This paper discusses the initial development of a method to assess the acoustic impact of UAM fleet operations on the community using AEDT and demonstrates its use for representative UAM operations. In particular, methods were developed using fixed-point flight profiles and user-supplied noise data in a manner that avoids unwanted behavior in AEDT. A set of 32 routes in the Dallas-Ft. Worth area were assessed for single and multiple (fleet) operations for two concept vehicles.

urban air mobility↗

NASA NTRSDate not supplied

Community Noise Assessment of Urban Air Mobility Vehicle Operations using the FAA Aviation Environmental Design Tool

urban air mobility↗

DOE OSTI2026

Uncertain quantum computing futures and potential energy and physical resource impacts at scale

Considerable attention has recently focused on the vast energy and water demands of supercomputing, namely large-scale data centers that underpin artificial intelligence (AI), one of the great disruptors of contemporary society. Looking ahead some years from now, quantum computing is poised to disrupt established computing paradigms once again. Scientists and engineers are now working intensely to bring this century-old dream of physicists to fruition. Yet, as quantum computers begin to be integrated with classical supercomputing architectures, the implications for energy and physical resource use also need to be understood, especially how they compare to today’s AI data centers. These impacts have not yet been quantified by the research community – a notable gap in the literature, even if commercial-scale deployment of Quantum-Accelerated Computing Infrastructure (QuACI) is not expected for a few more years. This study is the first to conduct such an assessment. Using publicly available information from academic sources and private industry, we characterize multiple configurations of superconducting qubit-based, fault-tolerant quantum computers (FTQC) that could plausibly be deployed at scale in the 2030s and into the 2040s. By parameterizing these FTQC systems at a process level, we conduct a prospective scenario analysis to quantify their energy and physical resource needs. While these estimates are uncertain, given the current state of quantum technologies and their unknown future trajectories, important insights can already be drawn. One key finding is that while the electricity needs for a fleet of FTQCs are within the bounds of previous modeling studies that have explored high electricity demand futures, the needs for certain physical resources, namely water and helium-3, could pose bottlenecks to QuACI scale-up.

Computing↗