Results for “Burn control” — Page 22

NASA NTRS1999

CRV Escape Trajectories from the ISS

The Crew Return Vehicle (CRV) slated for use on the International Space Station (ISS) provides a safe return for up to seven crew members under various emergency conditions. One of the most demanding situations for executing the escape involves separating from a tumbling ISS Current requirements specify a maximum Root Sum Square (RSS) tumble rate of 2 degrees/second, with the additional requirement for an expedited departure from any ISS attitude. The design of a trajectory that ensures no re-contact with the ISS poses many challenges on the Guidance, Navigation, and Control (GN&C) system of the vehicle. To ensure no re-contact the trajectory design employs a two burn sequence, with the first burn preventing near-term collision and the second burn preventing far-field re-contact This presentation describes the approach used to design and to evaluate trajectories for CRV departure from the baselined location on the ISS Node 3 starboard. This approach involved performing a parametric search of selected control variables vital in escaping the tumbling ISS The presentation provides a candidate targeting methodology for escape using minimal information from available navigation devices, and presents the quantitative results from the analysis.

Foti, Tony M.↗

NASA NTRS2000

Chandra X-Ray Observatory Pointing Control System Performance During Transfer Orbit and Initial On-Orbit Operations

The Chandra X-ray Observatory (CXO, formerly AXAF) is the third of the four NASA great observatories. It was launched from Kennedy Space Flight Center on 23 July 1999 aboard the Space Shuttle Columbia and was successfully inserted in a 330 x 72,000 km orbit by the Inertial Upper Stage (IUS). Through a series of five Integral Propulsion System burns, CXO was placed in a 10,000 x 139,000 km orbit. After initial on-orbit checkout, Chandra's first light images were unveiled to the public on 26 August, 1999. The CXO Pointing Control and Aspect Determination (PCAD) subsystem is designed to perform attitude control and determination functions in support of transfer orbit operations and on-orbit science mission. After a brief description of the PCAD subsystem, the paper highlights the PCAD activities during the transfer orbit and initial on-orbit operations. These activities include: CXO/IUS separation, attitude and gyro bias estimation with earth sensor and sun sensor, attitude control and disturbance torque estimation for delta-v burns, momentum build-up due to gravity gradient and solar pressure, momentum unloading with thrusters, attitude initialization with star measurements, gyro alignment calibration, maneuvering and transition to normal pointing, and PCAD pointing and stability performance.

Quast, Peter↗

NASA NTRSDate not supplied

System Health Management for a Series/Parallel Partial Hybrid Powertrain with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple interacting subsystems, making them much more complex than traditional aircraft propulsion systems in terms of integration and control. Electrification enables aircraft to have distributed thrust-producing fans that the flight control system can leverage for enhanced maneuverability, further increasing the control complexity. A NASA concept aircraft, the SUbsonic Single Aft eNgine (SUSAN) Electrofan, is such a vehicle. SUSAN is a series/parallel partial hybrid-electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed and implemented. This paper describes the development of some of these algorithms for system health management applied to the powertrain of the SUSAN concept aircraft.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

System Health Management for a Series/Parallel Partial Hybrid Powertrain with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple interacting subsystems, making them much more complex than traditional aircraft propulsion systems in terms of integration and control. Electrification enables aircraft to have distributed thrust-producing fans that the flight control system can leverage for enhanced maneuverability, further increasing the control complexity. A NASA concept aircraft, the SUbsonic Single Aft eNgine (SUSAN) Electrofan, is such a vehicle. SUSAN is a series/parallel partial hybrid-electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed and implemented. This paper describes the development of some of these algorithms for system health management applied to the powertrain of the SUSAN concept aircraft.

Electrified Aircraft Propulsion↗

NASA NTRS2024

System Health Management for a Series/Parallel Partial Hybrid Powertrain with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple interacting subsystems, making them much more complex than traditional aircraft propulsion systems in terms of integration and control. Electrification enables aircraft to have distributed thrust-producing fans that the flight control system can leverage for enhanced maneuverability, further increasing the control complexity. A NASA concept aircraft, the SUbsonic Single Aft eNgine (SUSAN) Electrofan, is such a vehicle. SUSAN is a series/parallel partial hybrid-electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed and implemented. This paper describes the development of some of these algorithms for system health management applied to the powertrain of the SUSAN concept aircraft.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRS2025

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRS1986

Computational methods for the control of distributed parameter systems

Finite dimensional approximation schemes that work well for distributed parameter systems are often not suitable for the analysis and implementation of feedback control systems. The relationship between approximation schemes for distributed parameter systems and their application to optimal control problems is discussed. A numerical example is given.

Burns, J. A.↗

NASA NTRS2004

An Environmental for Hardware-in-the-Loop Formation Navigation and Control

Recent interest in formation flying satellite systems has spurred a considerable amount of research in the relative navigation and control of satellites. Development in this area has included new estimation and control algorithms as well as sensor and actuator development specifically geared toward the relative control problem. This paper describes a simulation facility, the Formation Flying Test Bed (FFTB) at NASA Goddard Space Flight Center, which allows engineers to test new algorithms for the formation flying problem with relevant GN&C hardware in a closed loop simulation. The FFTB currently supports the inclusion of GPS receiver hardware in the simulation loop. Support for satellite crosslink ranging technology is at a prototype stage. This closed-loop, hardware inclusive simulation capability permits testing of navigation and control software in the presence of the actual hardware with which the algorithms must interact. This capability provides the navigation or control developer with a perspective on how the algorithms perform as part of the closed-loop system. In this paper, the overall design and evolution of the FFTB are presented. Each component of the FFTB is then described. Interfaces between the components of the FFTB are shown and the interfaces to and between navigation and control software are described. Finally, an example of closed-loop formation control with GPS receivers in the loop is presented.

Burns, Rich↗

NASA NTRS2006

2005 NASA Seal/Secondary Air System Workshop, Volume 1

The 2005 NASA Seal/Secondary Air System workshop covered the following topics: (i) Overview of NASA s new Exploration Initiative program aimed at exploring the Moon, Mars, and beyond; (ii) Overview of the NASA-sponsored Propulsion 21 Project; (iii) Overview of NASA Glenn s seal project aimed at developing advanced seals for NASA s turbomachinery, space, and reentry vehicle needs; (iv) Reviews of NASA prime contractor, vendor, and university advanced sealing concepts including tip clearance control, test results, experimental facilities, and numerical predictions; and (v) Reviews of material development programs relevant to advanced seals development. Turbine engine studies have shown that reducing high-pressure turbine (HPT) blade tip clearances will reduce fuel burn, lower emissions, retain exhaust gas temperature margin, and increase range. Several organizations presented development efforts aimed at developing faster clearance control systems and associated technology to meet future engine needs. The workshop also covered several programs NASA is funding to develop technologies for the Exploration Initiative and advanced reusable space vehicle technologies. NASA plans on developing an advanced docking and berthing system that would permit any vehicle to dock to any on-orbit station or vehicle. Seal technical challenges (including space environments, temperature variation, and seal-on-seal operation) as well as plans to develop the necessary "androgynous" seal technologies were reviewed. Researchers also reviewed tests completed for the shuttle main landing gear door seals.

Steinetz, Bruce M.↗

NASA NTRS2001

Experimental Assessment of the Emissions Control Potential of a Rich/Quench/Lean Combustor for High Speed Civil Transport Aircraft Engines

In support of Pratt & Whitney efforts to define the Rich burn/Quick mix/Lean burn (RQL) combustor for the High Speed Civil Transport (HSCT) aircraft engine, UTRC conducted a flametube-scale study of the RQL concept. Extensive combustor testing was performed at the Supersonic Cruise (SSC) condition of a HSCT engine cycle, Data obtained from probe traverses near the exit of the mixing section confirmed that the mixing section was the critical component in controlling combustor emissions. Circular-hole configurations, which produced rapidly-, highly-penetrating jets, were most effective in limiting NOx. The spatial profiles of NOx and CO at the mixer exit were not directly interpretable using a simple flow model based on jet penetration, and a greater understanding of the flow and chemical processes in this section are required to optimize it. Neither the rich-combustor equivalence ratio nor its residence time was a direct contributor to the exit NOx. Based on this study, it was also concluded that (1) While NOx formation in both the mixing section and the lean combustor contribute to the overall emission, the NOx formation in the mixing section dominates. The gas composition exiting the rich combustor can be reasonably represented by the equilibrium composition corresponding to the rich combustor operating condition. Negligible NOx exits the rich combustor. (2) At the SSC condition, the oxidation processes occurring in the mixing section consume 99 percent of the CO exiting the rich combustor. Soot formed in the rich combustor is also highly oxidized, with combustor exit SAE Smoke Number <3. (3) Mixing section configurations which demonstrated enhanced emissions control at SSC also performed better at part-power conditions. Data from mixer exit traverses reflected the expected mixing behavior for off-design jet to crossflow momentum-flux ratios. (4) Low power operating conditions require that the RQL combustor operate as a lean-lean combustor to achieve low CO and high efficiency. (5) A RQL combustor can achieve the emissions goal of EINOX = 5 at the Supersonic Cruise operating condition for a HSCT engine.

Rosfjord, T. J.↗

NASA NTRS1993

Effects of Buoyancy on Laminar, Transitional, and Turbulent Gas Jet Diffusion Flames

Gas jet diffusion flames have been a subject of research for many years. However, a better understanding of the physical and chemical phenomena occurring in these flames is still needed, and, while the effects of gravity on the burning process have been observed, the basic mechanisms responsible for these changes have yet to be determined. The fundamental mechanisms that control the combustion process are in general coupled and quite complicated. These include mixing, radiation, kinetics, soot formation and disposition, inertia, diffusion, and viscous effects. In order to understand the mechanisms controlling a fire, laboratory-scale laminar and turbulent gas-jet diffusion flames have been extensively studied, which have provided important information in relation to the physico-chemical processes occurring in flames. However, turbulent flames are not fully understood and their understanding requires more fundamental studies of laminar diffusion flames in which the interplay of transport phenomena and chemical kinetics is more tractable. But even this basic, relatively simple flame is not completely characterized in relation to soot formation, radiation, diffusion, and kinetics. Therefore, gaining an understanding of laminar flames is essential to the understanding of turbulent flames, and particularly fires, in which the same basic phenomena occur. In order to improve and verify the theoretical models essential to the interpretation of data, the complexity and degree of coupling of the controlling mechanisms must be reduced. If gravity is isolated, the complication of buoyancy-induced convection would be removed from the problem. In addition, buoyant convection in normal gravity masks the effects of other controlling parameters on the flame. Therefore, the combination of normal-gravity and microgravity data would provide the information, both theoretical and experimental, to improve our understanding of diffusion flames in general, and the effects of gravity on the burning process in particular.

Bahadori, M. Yousef↗

NASA NTRS1972

N-burn optimal analytic trajectories.

Derivation of N-burn analytic solutions for propellant-optimal transfer trajectories of a vehicle in a vacuum between arbitrary boundary conditions. Variational changes in the desired boundary conditions are expressed, in general, in terms of variational changes in the control vector and in the initial state vector. All coefficient matrices are computed recursively in terms of the analytic matrices established from the subarcs of the N-burn solution. The solution is applicable to shuttle ascent (exoatmospheric), rendezvous, and deorbit problems. Consideration is also given to state-variable and control-variable inequality constraints.

Jezewski, D. J.↗

NASA NTRS1995

Concept Designed and Developed for Distortion- Tolerant, High-Stability Engine Control

Engine Control Future aircraft turbine engines, both commercial and military, must be able to successfully accommodate expected increased levels of steady-state and dynamic engine-face distortion. Advanced tactical aircraft are likely to use thrust vectoring to enhance their maneuverability. As a result, the engines will see more extreme aircraft angles-of-attack and sideslip levels than are currently encountered with present-day aircraft. Also, the mixed-compression inlets needed for the High Speed Civil Transport will likely encounter disturbances similar to those seen by tactical aircraft, in addition to planar pulse, inlet buzz, and high distortion levels at low flight speed and off-design operation. The current approach of incorporating a sufficient component design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight demonstrate an advanced, high-stability, integrated engine-control system that uses measurement-based, real-time estimates of distortion to enhance engine stability. The resulting distortion-tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept has been designed and developed, and the software implementing the concept has successfully accommodated time-varying distortion. The NASA Lewis Research Center is currently overseeing the development and validation of the hardware and software necessary to flight test the HISTEC concept. HISTEC is a contracted effort with Pratt & Whitney of West Palm Beach, Florida. The HISTEC approach includes two major systems: A Distortion Estimation System (DES) and Stability Management Control (SMC). DES is an aircraft-mounted, high-speed processor that estimates the amount and type of distortion present and its effect on the engine. It uses high-response pressure measurements at the engine face to calculate indicators of the type and extent of distortion in real time. From these indicators, DES determines the effects of distortion on the propulsion systems and the corresponding engine match point necessary to accommodate it. DES output consists of fan and compressor pressure ratio trim commands that are passed to the SMC. In addition, DES uses maneuver information, consisting of angle-of-attack and sideslip from the flight control, to anticipate high inlet distortion conditions. The SMC, which is contained in the engine-mounted, Improved Digital Electronic Engine Control (IDEEC), includes advanced control laws to directly control the fan and compressor transient operating line (pressure ratio). These advanced control laws, with a multivariable design, have the potential for higher bandwidth and the resulting more precise control of engine match. The ability to measure and assess the distortion effects in real time coupled with a high-response controller improves engine stability at high levels of distortion. The software algorithms implementing DES have been designed, developed, and demonstrated, and integration testing of the DES and SMC software has been completed. The results show that the HISTEC system will be able to sense inlet distortion, determine the effect on engine stability, and accommodate distortion by maintaining an adequate margin for engine surge. The Pratt &Whitney Comprehensive Engine Diagnostic Unit was chosen as the DES processor. An instrumented inlet case for sensing distortion was designed and fabricated. HISTEC is scheduled for flight test on the ACTIVE F-15 aircraft at the NASA Dryden Flight Research Center in Edwards, California, in late 1996.

Source record↗

NASA NTRS1971

Southwest Research Institute assistance to NASA in biomedical areas of the technology

Significant applications of aerospace technology were achieved. These applications include: a miniaturized, noninvasive system to telemeter electrocardiographic signals of heart transplant patients during their recuperative period as graded situations are introduced; and economical vital signs monitor for use in nursing homes and rehabilitation hospitals to indicate the onset of respiratory arrest; an implantable telemetry system to indicate the onset of the rejection phenomenon in animals undergoing cardiac transplants; an exceptionally accurate current proportional temperature controller for pollution studies; an automatic, atraumatic blood pressure measurement device; materials for protecting burned areas in contact with joint bender splints; a detector to signal the passage of animals by a given point during ecology studies; and special cushioning for use with below-knee amputees to protect the integrity of the skin at the stump/prosthesis interface.

Culclasure, D. F.↗

NASA NTRS1987

The scaling of the threshold conditions for solid propellant erosive burning

The effects of the parameters that are considered to influence most strongly the scaling to larger rocket motor sizes of the transition or threshold conditions for erosive burning rate augmentation are measured and a scaling criterion for the threshold conditions for erosive burning is developed. The results are presented for a series of motor firings that were performed to measure the transition length threshold conditions (axial position at which deviation from nonerosive burning rate begins) while attempting to systematically vary the parameters that are considered to control the phenomena. The results of attempts to correlate the threshold conditions with several flow parameters are presented.

Strand, L. D.↗

NASA NTRS1988

An experimental study of air-assist atomizer spray flames

It is noted that air-assisted atomizer spray flames encountered in furnaces, boilers, and gas turbine combustors possess a more complex structure than homogeneous turbulent diffusion flames, due to the swirling motion introduced into the fuel and air flows for the control of flame stability, length, combustion intensity, and efficiency. Detailed comparisons are presented between burning and nonburning condition measurements of these flames obtained by nonintrusive light scattering phase/Doppler detection. Spray structure is found to be drastically changed within the flame reaction zone, with changes in the magnitude and shape of drop number density, liquid flux, mean drop size diameter, and drop mean axial velocity radial distributions.

Mao, Chien-Pei↗