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At least 379 records · Page 21

Applications of system identification methods to the prediction of helicopter stability, control and handling characteristics

A set of results on rotorcraft system identification is described. Flight measurements collected on an experimental Puma helicopter are reviewed and some notable characteristics highlighted. Following a brief review of previous work in rotorcraft system identification, the results of state estimation and model structure estimation processes applied to the Puma data are presented. The results, which were obtained using NASA developed software, are compared with theoretical predictions of roll, yaw and pitching moment derivatives for a 6 degree of freedom model structure. Anomalies are reported. The theoretical methods used are described. A framework for reduced order modelling is outlined.

Padfield, G. D.↗

Analysis of normalized radar cross section (sigma-O) signature of Amazon rain forest using SEASAT scatterometer data

The normalized radar cross section (NRCS) signature of the Amazon rain forest was SEASAT scatterometer data. Statistics of the measured (NRCS) values were determined from multiple orbit passes for three local time periods. Plots of mean normalized radar cross section, dB against incidence angle as a function of beam and polarization show that less than 0.3 dB relative bias exists between all beams over a range of incidence angle from 30 deg to 53 deg. The backscattered measurements analyzed show the Amazon rain forest to be relatively homogeneous, azimuthally isotropic and insensitive to polarization. The return from the rain forest target appears relatively consistent and stable, except for the small diurnal variation (0.75 dB) that occurs at sunrise. Because of the relative stability of the rain forest target and the scatterometer instrument, the response of versus incidence angle was able to detect errors in the estimated yaw altitude angle. Also, small instrument gain biases in some of the processing channels were detected. This led to the development of an improved NRCS algorithm, which uses a more accurate method for estimating the system noise power.

Bracalente, E. M.↗

Method and apparatus for cleaning rubber deposits from airport runways and roadways

A method and apparatus for cleaning rubber deposits from surfaces such as airport runways and roadways is disclosed. The apparatus includes a large vehicle that has the capacity to be loaded so as to effectively add weight to the rubber cleaning tires of the vehicle. In addition, the vehicle has a water tank and sprinkler system so that the surface may be wetted down in front of the tires as the vehicle proceeds across the surface. The cleaning tires of the apparatus are aligned so that they are at a yaw angle to the direction of travel, and the cleaning tire assembly is attached to the underside of the trailer of the vehicle and positioned between a forward and rear water tank. In addition, this tire assembly is equipped with a means of loading the tires onto the contaminated surface. The method comprises driving such a vehicle at low speeds down the surface as the road is being wet in front of the cleaning tires. The effect of the angled tires is to create a scrubbing action that not only heats the rubber deposits by friction but also causes it to be removed from the surface. The rubber that does not stick to the cleaning tires is then removed from the surface by sweeping.

Stubbs, Sandy M.↗

Workout Machine

The Orbotron is a tri-axle exercise machine patterned after a NASA training simulator for astronaut orientation in the microgravity of space. It has three orbiting rings corresponding to roll, pitch and yaw. The user is in the middle of the inner ring with the stomach remaining in the center of all axes, eliminating dizziness. Human power starts the rings spinning, unlike the NASA air-powered system. Marketed by Fantasy Factory (formerly Orbotron, Inc.), the machine can improve aerobic capacity, strength and endurance in five to seven minute workouts.

Source record↗

Adaptation of primate vestibuloocular reflex to altered peripheral vestibular inputs. II Spatiotemporal properties of the adapted slow-phase eye velocity

1. The ability of the vestibuloocular reflex (VOR) to undergo adaptive modification after selective changes in the peripheral vestibular system was investigated in rhesus monkeys by recording three-dimensional eye movements before and after inactivation of selective semicircular canals. In the preceding paper we showed that the horizontal VOR gain evoked by passive yaw oscillations after lateral semicircular canal inactivation recovers gradually over time in a frequency-specific manner. Here we present the spatial tuning of the adapted slow-phase eye velocity and describe its spatiotemporal properties as a function of time after canal inactivation. 2. The spatial organization of the VOR was investigated during oscillations at different head positions in the pitch, roll, and yaw planes, as well as in the right anterior/left posterior and left anterior/right posterior canal planes. Acutely after bilateral inactivation of the lateral semicircular canals, a small horizontal response could still be elicited that peaked during rotations in pitched head positions that would maximally stimulate vertical semicircular canals. In addition, the phase of horizontal slow-phase velocity abruptly reversed through 180 degrees at positions close to upright, similarly to torsional slow-phase velocity. These spatial response properties suggest that the small, residual horizontal response components that are present acutely after plugging of both lateral canals originate from vertical semicircular canal signals. 3. As the horizontal response amplitude increased over time, consistent changes were also observed in the spatiotemporal tuning of horizontal slow-phase velocity. 1) The spatiotemporal response properties of horizontal slow-phase velocity acquired noncosine tuning characteristics, primarily in the pitch plane, in the right anterior/left posterior and left anterior/right posterior canal planes. Accordingly, horizontal response amplitude was nonzero during rotation in any head position in these planes and response phase varied significantly as a function of head orientation. 2) The peak horizontal response amplitude shifted spatially over time, such that 5-10 mo after plugging it was maximal during rotations at head positions close to upright. 4. In parallel to these unique spatiotemporal response properties characterizing the adapted horizontal VOR, torsional slow-phase velocity also exhibited small spatiotemporal changes after lateral canal inactivation that tended to precede in time the changes associated with the horizontal response components. In contrast, vertical slow-phase velocity in the plugged animals was unaltered and continued to be characterized by cosine-tuned spatial properties in three dimensions. 5. Recovery of the horizontal response gain during yaw oscillations in upright position, as well as the unique, noncosine spatiotemporal characteristics of the adapted horizontal VOR, were also observed in an animal with all but one vertical semicircular canals inactivated. There was, however, no sign of VOR gain recovery up to 2 mo after all semicircular canals were inactivated. These results suggest that the observed recovery of horizontal VOR is at least partly due to signals originating from the remaining intact vertical canal(s). Even in the presence of a single intact vertical canal, the improvement in horizontal gaze stability is at least partly restored through spatiotemporal changes in the processing of vestibuloocular signals that improve the gain and spatial tuning of horizontal VOR at the expense of temporal response properties.

NASA Discipline Number 16-10↗

Characteristics of a Lunar Landing Configuration Having Various Multiple-Leg Landing-Gear Arrangements

An experimental investigation has been made of some lunar-landing characteristics of a 1/6-scale dynamic model of a landing module having multiple-leg landing-gear systems. Symmetric four-point and five-point systems were investigated. The landing-gear legs were inverted tripod arrangements having a telescoping main strut which incorporated a yielding-metal strap for energy dissipation, hinged V-struts, and circular pads. The landing tests were made by launching a free model onto an impenetrable hard surface (concrete) and onto a powdered-pumice overlay of various depths. Landing motion and acceleration data were obtained for a range of touchdown speeds, touchdown attitudes, and landing-surface conditions. Maximum normal acceleration experienced at the module center of gravity during landings on hard surface or pumice was 2g (full-scale lunar value in terms of earth's gravity) over a wide range of touchdown conditions. acceleration experienced was 12 1/2 radians/sec(exp 2) and maximum longitudinal acceleration was 1 3/4g. The module was very stable with all gear configurations during landings on hard surface (coefficient of friction, micron = 0.4) at all conditions tested. Some overturn instability occurred during landings on powdered pumice (micron = 0.7 to 1.0) depending upon flight path, pitch and yaw attitude, depth of pumice, surface topography, and landing-gear configuration. The effect on stability of roll attitude for the limited amount of roll-attitude landing data obtained was insignificant. Compared with the four-point landing gear, the five-point system with equal maximum gear radius increased landing stability slightly and improved the static stability for subsequent lunar launch. A considerable increase in landing stability in the direction of motion was obtained with an asymmetric four-point gear having two pads offset to increase gear radius by 33 percent in the direction of horizontal flight.

Blanchard, Ulysse J.↗

Inductive Learning Approaches for Improving Pilot Awareness of Aircraft Faults

Neural network flight controllers are able to accommodate a variety of aircraft control surface faults without detectable degradation of aircraft handling qualities. Under some faults, however, the effective flight envelope is reduced; this can lead to unexpected behavior if a pilot performs an action that exceeds the remaining control authority of the damaged aircraft. The goal of our work is to increase the pilot s situational awareness by informing him of the type of damage and resulting reduction in flight envelope. Our methodology integrates two inductive learning systems with novel visualization techniques. One learning system, the Inductive Monitoring System (IMS), learns to detect when a simulation includes faulty controls, while two others, Inductive Classification System (INCLASS) and multiple binary decision tree system (utilizing C4.5), determine the type of fault. In off-line training using only non-failure data, IMS constructs a characterization of nominal flight control performance based on control signals issued by the neural net flight controller. This characterization can be used to determine the degree of control augmentation required in the pitch, roll, and yaw command channels to counteract control surface failures. This derived information is typically sufficient to distinguish between the various control surface failures and is used to train both INCLASS and C4.5. Using data from failed control surface flight simulations, INCLASS and C4.5 independently discover and amplify features in IMS results that can be used to differentiate each distinct control surface failure situation. In real-time flight simulations, distinguishing features learned during training are used to classify control surface failures. Knowledge about the type of failure can be used by an additional automated system to alter its approach for planning tactical and strategic maneuvers. The knowledge can also be used directly to increase the pilot s situational awareness and inform manual maneuver decisions. Our multi-modal display of this information provides speech output to issue control surface failure warnings to a lesser-used communication channel and provides graphical displays with pilot-selectable !eve!s of details to issues additional information about the failure. We also describe a potential presentation for flight envelope reduction that can be viewed separately or integrated with an existing attitude indicator instrument. Preliminary results suggest that the inductive approach is capable of detecting that a control surface has failed and determining the type of fault. Furthermore, preliminary evaluations suggest that the interface discloses a concise summary of this information to the pilot.

Spikovska, Lilly↗

Aircraft control system

A solar rechargeable, long-duration, span-loaded flying wing, having no fuselage or rudder. Having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn, pitch and yaw. The wing is configured to deform under flight loads to position the propellers such that the control can be achieved. Each of five segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other segments, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface.

Lisoski, Derek L.↗

Simulation of Heavy Lift Airship dynamics over large ranges of incidence and speed

A nonlinear, multibody, six-degrees-of-freedom digital simulation has been developed to study generic Heavy Lift Airship (HLA) dynamics and control. The basic aerodynamic functions developed to model the hull, tail, and rotor loads continuously over all incidence ranges are reviewed and applied to a Quadrotor HLA with a low fineness ratio hull and a small vee-tail. Trim calculations for a test vehicle suggest control power deficiencies in crosswind stationkeeping for the unloaded vehicle. Gust responses show the importance of correctly calculating loads due to accelerated relative motion of air and hull. Numerically linearized dynamics for the test vehicle show the existence of a divergent yaw mode, and an oscillatory pitch mode whose stability characteristics are sensitive to flight speed. A considerable improvement in the vehicle's stability and response results from a simple multi-axis closed-loop control system operating on the rotors and propeller blades.

Tischler, M. B.↗

Flight Test of a 30-Foot Nominal-Diameter Disk-Gap-Band Parachute Deployed at Mach 1.56 and Dynamic Pressure of 11.4 Pounds per Square Foot

A 30-foot (9.1 meter) nominal-diameter disk-gap-band parachute (reference area 707 sq ft (65.7 m(exp 2)) was flight tested with a 200-pound (90.7 kg) instrumented payload as part of the NASA Planetary Entry Parachute Program. A deployment mortar ejected the test parachute when the payload was at a Mach number of 1.56 and a dynamic pressure of 11.4 lb/sq ft (546 newtons per m 2 ) at an altitude of 127,500 feet (38.86 km). The parachute reached suspension line stretch in 0.37 second resulting in a snatch force loading of 1270 pounds (5650 N). Canopy inflation began 0.10 second after line stretch. A delay in the opening process occurred and was apparently due to a momentary interference of the glass-fiber shroud used in packing the parachute bag in the mortar. Continuous canopy inflation began 0.73 second after initiation of deployment and 0.21 second later full inflation was attained for a total elapsed time from mortar fire of 0.94 second. The maximum opening load of 3915 pounds (17,400 newtons) occurred at the time the canopy was first fully opened. The parachute exhibited an average drag coefficient of 0.52 during the deceleration period and pitch-yaw oscillations of the canopy were less than 5 degrees. During the steady-state descent portion of the test period, the average effective drag coefficient was about 0.47 (based on vertical descent velocity and total system weight).

EXPERIMENTS↗

Improved Correction System for Vibration Sensitive Inertial Angle of Attack Measurement Devices

Inertial angle of attack (AoA) devices currently in use at NASA Langley Research Center (LaRC) are subject to inaccuracies due to centrifugal accelerations caused by model dynamics, also known as sting whip. Recent literature suggests that these errors can be as high as 0.25 deg. With the current AoA accuracy target at LaRC being 0.01 deg., there is a dire need for improvement. With other errors in the inertial system (temperature, rectification, resolution, etc.) having been reduced to acceptable levels, a system is currently being developed at LaRC to measure and correct for the sting-whip-induced errors. By using miniaturized piezoelectric accelerometers and magnetohydrodynamic rate sensors, not only can the total centrifugal acceleration be measured, but yaw and pitch dynamics in the tunnel can also be characterized. These corrections can be used to determine a tunnel's past performance and can also indicate where efforts need to be concentrated to reduce these dynamics. Included in this paper are data on individual sensors, laboratory testing techniques, package evaluation, and wind tunnel test results on a High Speed Research (HSR) model in the Langley 16-Foot Transonic Wind Tunnel.

Crawford, Bradley L.↗

Flight Investigation of the Stability and Control Characteristics of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane During Constant-Altitude Transitions, TED No. NACA DE 368

An investigation is being conducted to determine the dynamic stability and control characteristics of a 0.13-scale flying model of the Convair XFY-1 vertically rising airplane. This paper presents the results of flight tests to determine the stability and control characteristics of the model during constant-altitude slow transitions from hovering to normal unstalled forward flight. The tests indicated that the airplane can be flown through the transition range fairly easily although some difficulty will probably encountered in controlling the yawing motions at angles of attack between about 60 and 40. An increase in the size of the vertical tail will not materially improve the controllability of the yawing motions in this range of angle of attack but the use of a yaw damper will make the yawing motions easy to control throughout the entire transitional flight range. The tests also indicated that the airplane can probably be flown sideways satisfactorily at speeds up to approximately 33 knots (full scale) with the normal control system and up to approximately 37 knots (full scale) with both elevons and rudders rigged to move differentially for roll control. At sideways speeds above these values, the airplane will have a strong tendency to diverge uncontrollably in roll.

Lovell, Powell M., Jr.↗

Bias Momentum Sizing for Hovering Dual-Spin Platforms

An atmospheric flight vehicle in hover is typically controlled by varying its thrust vector. Achieving both levitation and control with the propulsion system places considerable demands on it for agility and precision, particularly if the vehicle is statically unstable, or nearly so. These demands can be relaxed by introducing an appropriately sized angular momentum bias about the vehicle's yaw axis, thus providing an additional margin of attitude stability about the roll and pitch axes. This paper describes an approach for specifying the appropriate size of such angular momentum bias, based on the vehicle s physical parameters and its disturbance environment. It also describes several simplifications that provide a more physical and intuitive understanding of the dynamics. This will enhance the possibility of practically applying this technology to a flying vehicle.

Lim, K. B.↗

Variable Structure Control of a Hand-Launched Glider

Variable structure control system design methods are applied to the problem of aircraft spin recovery. A variable structure control law typically has two phases of operation. The reaching mode phase uses a nonlinear relay control strategy to drive the system trajectory to a pre-defined switching surface within the motion state space. The sliding mode phase involves motion along the surface as the system moves toward an equilibrium or critical point. Analysis results presented in this paper reveal that the conventional method for spin recovery can be interpreted as a variable structure controller with a switching surface defined at zero yaw rate. Application of Lyapunov stability methods show that deflecting the ailerons in the direction of the spin helps to insure that this switching surface is stable. Flight test results, obtained using an instrumented hand-launched glider, are used to verify stability of the reaching mode dynamics.

Anderson, Mark R.↗

Distributed reinforcement learning and consensus control of energy systems

Disclosed herein are methods, systems, and devices for utilizing distributed reinforcement learning and consensus control to most effectively generate and utilize energy. In some embodiments, individual turbines within a wind farm may communicate to reach a consensus as to the desired yaw angle based on the wind conditions.

King, Jennifer Rose Rose↗

Ranging Apparatus and Method Implementing Stereo Vision System

A laser-directed ranging system for use in telerobotics applications and other applications involving physically handicapped individuals. The ranging system includes a left and right video camera mounted on a camera platform, and a remotely positioned operator. The position of the camera platform is controlled by three servo motors to orient the roll axis, pitch axis and yaw axis of the video cameras, based upon an operator input such as head motion. A laser is provided between the left and right video camera and is directed by the user to point to a target device. The images produced by the left and right video cameras are processed to eliminate all background images except for the spot created by the laser. This processing is performed by creating a digital image of the target prior to illumination by the laser, and then eliminating common pixels from the subsequent digital image which includes the laser spot. The horizontal disparity between the two processed images is calculated for use in a stereometric ranging analysis from which range is determined.

Li, Larry C.↗

Bias Momentum Sizing for Hovering Dual-Spin Platforms

An atmospheric flight vehicle in hover is typically controlled by varying its thrust vector. Achieving both levitation and attitude control with the propulsion system places considerable demands on it for agility and precision, particularly if the vehicle is statically unstable, or nearly so. These demands can be relaxed by introducing an appropriately sized angular momentum bias aligned with the vehicle's yaw axis, thus providing an additional margin of attitude stability about the roll and pitch axes. This paper describes a methodical approach for trading off angular momentum bias level needed with desired levels of vehicle response due to the design disturbance environment given a vehicle's physical parameters. It also describes several simplifications that provide a more physical and intuitive understanding of dual-spin dynamics for hovering atmospheric vehicles. This approach also mitigates the need for control torques and inadvertent actuator saturation difficulties in trying to stabilize a vehicle via control torques produced by unsteady aerodynamics, thrust vectoring, and unsteady throttling. Simulation results, based on a subscale laboratory test flying platform, demonstrate significant improvements in the attitude control robustness of the vehicle with respect to both wind disturbances and off-center of gravity payload changes during flight.

Lim, Kyong B.↗

The Aerodynamics of Axisymmetric Blunt Bodies Flying at Angle of Attack

The Mars Science Laboratory entry capsule is used as an example to demonstrate how a blunt body of revolution must be treated as asymmetric in some respects when flying at a non-zero trim angle of attack. A brief description of the axisymmetric moment equations are provided before solving a system of equations describing the lateral-directional moment equations for a blunt body trimming at an angle of attack. Simplifying assumptions are made which allow the solution to the equations to be rearranged to relate the roll and yaw stability with sideslip angle to the frequency of oscillation of the vehicle body rates. The equations show that for a blunt body the roll and yaw rates are in phase and proportional to each other. The ratio of the rates is determined by the static stability coefficients and mass properties about those axes. A trajectory simulation is used to validate the static yaw stability parameter identification equation and a simple method of identifying the oscillation frequency from the body rates. The approach is shown to successfully extract the modeled yaw stability coefficient along a simulated Mars entry in agreement with data earlier analysis of MSL flight data.

Schoenenberger, Mark↗