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At least 397 records · Page 22
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

Feedback Linearization in a Six Degree-of-Freedom MAG-LEV Stage

A six degree-of-freedom electromagnetically suspended motion control stage (the Angstrom Stage) has been designed and constructed for use in short-travel, high-resolution motion control applications. It achieves better than 0.5 nm resolution over a 100 micron range of travel. The stage consists of a single moving element (the platen) floating in an oil filled chamber. The oil is crucial to the stage's operation since it forms squeeze film dampers between the platen and the frame. Twelve electromagnetic actuators provide the forces necessary to suspend and servo the platen, and six capacitance probes measure its position relative to the frame. The system is controlled using a digital signal processing board residing in a '486 based PC. This digital controller implements a feedback linearization algorithm in real-time to account for nonlinearities in both the magnetic actuators and the fluid film dampers. The feedback linearization technique reduces a highly nonlinear plant with coupling between the degrees of freedom into one that is linear, decoupled, and setpoint independent. The key to this procedure is a detailed plant model. The operation of the feedback linearization procedure is transparent to the outer loop of the controller, and so a proportional controller is sufficient for normal operation. We envision applications of this stage in scanned probe microscopy and for integrated circuit measurement.

Ludwick, Stephen J.↗
NASA NTRS1996

Flight Evaluation of an Aircraft with Side and Center Stick Controllers and Rate-Limited Ailerons

As part of an ongoing government and industry effort to study the flying qualities of aircraft with rate-limited control surface actuators, two studies were previously flown to examine an algorithm developed to reduce the tendency for pilot-induced oscillation when rate limiting occurs. This algorithm, when working properly, greatly improved the performance of the aircraft in the first study. In the second study, however, the algorithm did not initially offer as much improvement. The differences between the two studies caused concern. The study detailed in this paper was performed to determine whether the performance of the algorithm was affected by the characteristics of the cockpit controllers. Time delay and flight control system noise were also briefly evaluated. An in-flight simulator, the Calspan Learjet 25, was programmed with a low roll actuator rate limit, and the algorithm was programmed into the flight control system. Side- and center-stick controllers, force and position command signals, a rate-limited feel system, a low-frequency feel system, and a feel system damper were evaluated. The flight program consisted of four flights and 38 evaluations of test configurations. Performance of the algorithm was determined to be unaffected by using side- or center-stick controllers or force or position command signals. The rate-limited feel system performed as well as the rate-limiting algorithm but was disliked by the pilots. The low-frequency feel system and the feel system damper were ineffective. Time delay and noise were determined to degrade the performance of the algorithm.

Deppe, P. R.↗
NASA NTRS1993

Calculations of Supersonic and Hypersonic Flows using Compressible Wall Functions

The present paper presents a numerical procedure to calculate supersonic and hypersonic flows using the compressible law of the wall. The turbulence models under consideration include the Launder-Reece-Rodi-Gibson Reynolds-stress model and the k-epsilon model. The models coupled with the proposed wall function technique have been tested in both separated and unseparated flows. The flows include (1) an insulated flat plate flow over a range of Mach numbers, (2) a Mach 5 flat plate flow with cold wall conditions, (3) a two dimensional supersonic compression corner flow, (4) a hypersonic flow over an axisymmetric flare, and (5) a hypersonic flow over a 2-D compression corner. Results indicate that the wall function technique gives improved predictions of skin friction and heat transfer in separated flows compared with models using wall dampers. Predictions of the extent of separation are not improved over the wall damper models except with the Reynolds-stress model for the supersonic compression corner flow case.

Huang, P. G.↗
NASA NTRS1961

Dynamic Stability and Control Problems of Piloted Reentry from Lunar Missions

A fixed-base simulator investigation has been made of stability and control problems during piloted reentry from lunar missions. Reentries were made within constraints of acceleration and skipping, in which the pilot was given simulated navigation tasks of altitude and heading angle commands. Vehicles considered included a blunt-face, high-drag capsule, and a low-drag lifting cone, each of which had a trim lift-drag ratio of 0.5. With the provision of three-axis automatic damping, both vehicles were easily controlled through reentry after a brief pilot-training period. With all dampers out, safe reentries could be made and both vehicles were rated satisfactory for emergency operation. In damper-failure conditions resulting in inadequate Dutch roll damping, the lifting-cone vehicle exhibited control problems due to excessive dihedral effect and oscillatory acceleration effects.

Moul, Martin T.↗
NASA NTRS1958

Hovering and Transition Flight Tests of a 1/5-Scale Model of a Jet-Powered Vertical-Attitude VTOL Research Airplane

An experimental investigation has been made to determine the dynamic stability and control characteristics of a 1/5-scale flying model of a jet-powered vertical-attitude VTOL research airplane in hovering and transition flight. The model was powered with either a hydrogen peroxide rocket motor or a compressed-air jet exhausting through an ejector tube to simulate the turbojet engine of the airplane. The gyroscopic effects of the engine were simulated by a flywheel driven by compressed-air jets. In hovering flight the model was controlled by jet-reaction controls which consisted of a swiveling nozzle on the main jet and a movable nozzle on each wing tip; and in forward flight the model was controlled by elevons and a rudder. If the gyroscopic effects of the jet engine were not represented, the model could be flown satisfactorily in hovering flight without any automatic stabilization devices. When the gyroscopic effects of the jet engine were represented, however, the model could not be controlled without the aid of artificial stabilizing devices because of the gyroscopic coupling of the yawing and pitching motions. The use of pitch and yaw dampers made these motions completely stable and the model could then be controlled very easily. In the transition flight tests, which were performed only with the automatic pitch and yaw dampers operating, it was found that the transition was very easy to perform either with or without the engine gyroscopic effects simulated, although the model had a tendency to fly in a rolled and sideslipped attitude at angles of attack between approximately 25 and 45 deg because of static directional instability in this range.

Smith, Charles C., Jr.↗
NASA NTRS1959

Effect of Artificial Pitch Damping on the Longitudinal and Rolling Stability of Aircraft with Negative Static Margins

A preliminary theoretical investigation has been made of the short-period longitudinal and steady-rolling (inertia coupling) stability of a hypersonic glider configuration for center-of-gravity locations rear-ward of the airplane neutral point. Such center-of-gravity positions for subsonic flight would improve performance by reducing supersonic and hypersonic static margins and trim drag. Results are presented of stability calculations and a simulator study for a velocity of 700 ft/sec and an altitude of 401,000 feet. With no augmentation, the airplane was rapidly divergent and was considered unsatisfactory in the simulator study. When a pitch damper was employed as a stability augmenter, the short-period mode became overdamped, and the airplane was easily controlled on the simulator. A steady-rolling analysis showed that the airplane can be made free of rolling divergence for all roll rates with an appropriate damper gain.

Moul, Martin T.↗
NASA NTRS1961

Hovering and Transition Flight Tests of a 1/5-Scale Model of a Jet-Powered Vertical-Attitude VTOL Research Airplane

An experimental investigation has been made to determine the dynamic stability and control characteristics of a 1/5-scale flying model of a jet-powered vertical-attitude VTOL research airplane in hovering and transition flight. The model was powered with either a hydrogen peroxide rocket motor or a compressed-air jet exhausting through an ejector tube to simulate the turbojet engine of the airplane. The gyroscopic effects of the engine were simulated by a flywheel driven by compressed-air jets. In hovering flight the model was controlled by jet-reaction controls which consisted of a swiveling nozzle on the main jet and a movable nozzle on each wing tip; and in forward flight the model was controlled by elevons and a rudder. If the gyroscopic effects of the jet engine were not represented, the model could be flown satisfactorily in hovering flight without any automatic stabilization devices. When the gyroscopic effects of the jet engine were represented, however, the model could not be controlled without the aid of artificial stabilizing devices because of the gyroscopic coupling of the yawing and pitching motions. The use of pitch and yaw dampers made these motions completely stable and the model could then be controlled very easily. In the transition flight tests, which were performed only with the automatic pitch and yaw dampers operating, it was found that the transition was very easy to perform either with or without the engine gyroscopic effects simulated, although the model had a tendency to fly in a rolled and sideslipped attitude at angles of attack between approximately 25 deg and 45 deg because of static directional instability in this range.

Smith, Charles C., Jr.↗
NASA NTRS2000

Adding In-Plane Flexibility to the Equations of Motion of a Single Rotor Helicopter

This report describes a way to add the effects of main rotor blade flexibility in the in- plane or lead-lag direction to a large set of non-linear equations of motion for a single rotor helicopter with rigid blades(l). Differences between the frequency of the regressing lag mode predicted by the equations of (1) and that measured in flight (2) for a UH-60 helicopter indicate that some element is missing from the analytical model of (1) which assumes rigid blades. A previous study (3) noted a similar discrepancy for the CH-53 helicopter. Using a relatively simple analytical model in (3), compared to (1), it was shown that a mechanical lag damper increases significantly the coupling between the rigid lag mode and the first flexible mode. This increased coupling due to a powerful lag damper produces an increase in the lowest lag frequency when viewed in a frame rotating with the blade. Flight test measurements normally indicate the frequency of this mode in a non-rotating or fixed frame. This report presents the additions necessary to the full equations of motion, to include main rotor blade lag flexibility. Since these additions are made to a very complex nonlinear dynamic model, in order to provide physical insight, a discussion of the results obtained from a simplified set of equations of motion is included. The reduced model illustrates the physics involved in the coupling and should indicate trends in the full model.

Curtiss, H. C., Jr.↗
NASA NTRS1960

Flight Evaluation of Several Spring Force Gradients and a Bobweight in the Cyclic-Power-Control System of a Light Helicopter

Several feel springs of different rates were evaluated in the power-control system of a light helicopter. In addition, a bobweight and viscous damper for providing maneuvering forces were evaluated. The evaluation was qualitative, based upon the combined opinions of eight research pilots and four non-pilot engineers from NASA. The evaluation revealed that desirable all-around forces for the helicopter were obtained with a 1/2-lb/in. feel spring for both longitudinal and lateral control combined with a 14-lb/g bobweight. Further investigation proved the necessity of the viscous damper in the bobweight system.

Mallick, Donald L.↗
NASA NTRS1961

Launch Characteristics of the X-15 Research Airplane as Determined in Flight

The first 16 air launches of the X-15 airplane demonstrated the feasibility of air launch from an asymmetric position under the wing of the B-52 carrier airplane. With all dampers operating, launch transients were minimized and no stability problems were encountered. But, when the roll damper failed to function, the X-15 experienced relatively large roll rates in the presence of the carrier airplane, creating the possibility of the X-15 upper vertical tail hitting the cutout in the B-52 wing. Specific flight data demonstrated that left-aileron settings of from 6 deg to 8 deg at launch minimized the right-roll transient. The altitude loss of 3,000 to 9,000 feet before climbout could be effected was a function of launch altitude and recovery angle of attack. The average time for the X-15 to separate 10 feet from the B-52 carrier airplane was about 0.8 second. Flight-measured separation rates and launch transients agree well with predicted values where the initial conditions and control motions are similar.

Matranga, Gene J.↗
NASA NTRS2004

Turbomachine Sealing and Secondary Flows: Review of Rotordynamics Issues in Inherently Unsteady Flow Systems With Small Clearances - Part 2

Today's computational methods enable the determination of forces in complex systems, but without field validation data, or feedback, there is a high risk of failure when the design envelope is challenged. The data of Childs and Bently and field data reported in NASA Conference Proceedings serve as sources of design information for the development of these computational codes. Over time all turbomachines degrade and instabilities often develop, requiring responsible, accurate, turbomachine diagnostics with proper decisions to prevent failures. Tam et al. (numerical) and Bently and Muszynska (analytical) models corroborate and implicate that destabilizing factors are related through increases in the fluid-force average circumferential velocity. The stability threshold can be controlled by external swirl and swirl brakes and increases in radial fluid film stiffness (e.g., hydrostatic and ambient pressures) to enhance rotor stability. Also cited are drum rotor self-excited oscillations, where the classic fix is to add a split or severed damper ring or cylindrical damper drum, and the Benkert-Wachter work that engendered swirl brake concepts. For a smooth-operating, reliable, long-lived machine, designers must pay very close attention to sealing dynamics and diagnostic methods. Correcting the seals enabled the space shuttle main engine high-pressure fuel turbopump (SSME HPFTP) to operate successfully.

Hendricks, R. C.↗
NASA NTRS2004

High-Temperature Hybrid Rotor Support System Developed

The Army Research Laboratory Vehicle Technology Directorate and the NASA Glenn Research Center demonstrated a unique high-speed, high-temperature rotor support system in September 2003. Advanced turbomachinery is on its way to surpassing the capabilities of rolling-element bearings and conventional dampers. To meet these demands, gas turbine engines of the future will demand increased efficiency and thrust-to-weight ratio, and reduced specific fuel consumption and noise. The more-electric engine replaces oil-lubricated bearings, dampers, gears, and seals with electrical devices. One such device is the magnetic bearing. The Vehicle Technology Directorate and Glenn have demonstrated the operation of a radial magnetic bearing in combination with a hydrostatic bearing at 1000 F at 31,000 rpm (2.3 MDN1). This unique combination takes advantage of a high-temperature rub surface in the event of electrical power loss or sudden overloads. The hydrostatic bearings allow load sharing with the magnetic bearing. The magnetic-hydrostatic bearing combination eliminates wear and high contact stress from sudden acceleration of the rolling-element bearings and overheating. The magnetic bearing enables high damping, adaptive vibration control, and precise rotor positioning, diagnostics, and health monitoring. A model of the test facility used at Glenn for this technology demonstration is shown. A high-temperature heteropolar radial magnetic bearing is located at the center of gravity of the test rotor. There is a 0.022-in. radial air gap between the rotor and stator. Two rub surface hydrostatic bearings were placed on either side of the magnetic bearing. The rotor is supported by a 0.002-in. hydrostatic air film and the magnetic field. The prototype active magnetic bearing cost $24,000 to design and fabricate and a set of four high temperature, rub-surface, hydrostatic bearings cost $28,000. This work was funded by the Turbine-Based Combined Cycle program.

Montague, Gerald T.↗
NASA NTRS2006

High speed rotor assembly shroud

An improved rotor assembly shroud includes at least one reinforcing flange on the upper surface of the shroud. The strength provided by the reinforcing flange allows for a smaller shroud thickness resulting in a net reduction of shroud mass. The lower shroud mass reduces the centrifugal stress on the rotor assembly blade during operation. The strength provided by the reinforcing flanges also significantly reduces the centrifugal bending stress on the shroud during operation. The shroud mass may be further reduced by tapering the shroud leading and trailing edges or, for shrouds incorporating a damper, by providing a damper cavity with a lower diameter surface defining an opening therethrough.

Miller, Jeff H.↗
NASA NTRS1990

Active damping of spacecraft structural appendage vibrations

An active vibration damper system, for bending in two orthogonal directions and torsion, in each of three mutually perpendicular axes is located at the extremities of the flexible appendages of a space platform. The system components for each axis includes: an accelerometer, filtering and signal processing apparatus, and a DC motor-inertia wheel torquer. The motor torquer, when driven by a voltage proportional to the relative vibration tip velocity, produces a reaction torque for opposing and therefore damping a specific modal velocity of vibration. The relative tip velocity is obtained by integrating the difference between the signal output from the accelerometer located at the end of the appendage with the output of a usually carried accelerometer located on a relatively rigid body portion of the space platform. A selector switch, with sequential stepping logic or highest modal vibration energy logic, steps to another modal tip velocity channel and receives a signal voltage to damp another vibration mode. In this manner, several vibration modes can be damped with a single sensor/actuator pair. When a three axis damper is located on each of the major appendages of the platform, then all of the system vibration modes can be effectively damped.

Fedor, Joseph V.↗
NASA NTRS1955

An Evaluation of the Roll-Rate Stabilization System of the Sidewinder Missile at Mach Numbers from 0.9 to 2.3

A linear stability analysis and flight-test investigation has been performed on a rolleron-type roll-rate stabilization system for a canard-type missile configuration through a Mach number range from 0.9 to 2.3. This type damper provides roll damping by the action of gyro-actuated uncoupled wing-tip ailerons. A dynamic roll instability predicted by the analysis was confirmed by flight testing and was subsequently eliminated by the introduction of control-surface damping about the rolleron hinge line. The control-surface damping was provided by an orifice-type damper contained within the control surface. Steady-state rolling velocities were at all times less than 1 radian per second between the Mach numbers of 0.9 to 2.3 on the configurations tested. No adverse longitudinal effects were experienced in flight because of the tendency of the free-floating rollerons to couple into the pitching motion at the low angles of attack and disturbance levels investigated herein after the introduction of control-surface damping.

Nason, Martin L.↗
NASA NTRS1955

Lateral Stability and Control Measurements of a 0.0858-Scale Model of the Lockheed XF-104 Airplane at Transonic Speeds

An investigation of the lateral stability and control effectiveness of a 0.0858-scale model of the Lockheed XF-104 airplane has been conducted in the Langley 16-foot transonic tunnel. The model has a low aspect ratio, 3.4-percent-thick wing with negative dihedral. The horizontal tail is located on top of the vertical tail. The investigation was made through a Mach number range of 0.80 to 1.06 at sideslip angles of -5 deg. to 5 deg. and angles of attack from 0 deg. to 16 deg. The control effectiveness of the aileron, rudder, and yaw damper were determined through the Mach number and angle-of-attack range. The results of the investigation indicated that the directional stability derivative was stable and that positive effective dihedral existed throughout the lift-coefficient range and Mach number range tested. The total aileron effectiveness, which in general produced favorable yaw with rolling moment, remained fairly constant for lift coefficients up to about 0.8 for the Mach number range tested. Yawing-moment effectiveness of the rudder changed little through the Mach number range. However, the yaw damper effectiveness decreased about 30 percent at the intermediate test Mach numbers.

Arabian, Donald D.↗
NASA NTRS2001

STS-99 Shuttle Radar Topography Mission Stability and Control

The Shuttle Radar Topography Mission (SRTM) flew aboard Space Shuttle Endeavor February 2000 and used interferometry to map 80% of the Earth's landmass. SRTM employed a 200-foot deployable mast structure to extend a second antenna away from the main antenna located in the Shuttle payload bay. Mapping requirements demanded precision pointing and orbital trajectories from the Shuttle on-orbit Flight Control System (PCS). Mast structural dynamics interaction with the FCS impacted stability and performance of the autopilot for attitude maneuvers and pointing during mapping operations. A damper system added to ensure that mast tip motion remained with in the limits of the outboard antenna tracking system while mapping also helped to mitigate structural dynamic interaction with the FCS autopilot. Late changes made to the payload damper system, which actually failed on-orbit, required a redesign and verification of the FCS autopilot filtering schemes necessary to ensure rotational control stability. In-flight measurements using three sensors were used to validate models and gauge the accuracy and robustness of the pre-mission notch filter design.

Hamelin, Jennifer L.↗
NASA NTRS2003

Using ERF Devices to Control Deployments of Space Structures

A report proposes devices containing electrorheological fluids (ERFs) damper for controlling deployments of lightweight, flexible structures in outer space. The structures would include spring members that could be wound or compressed for compact stowage during transport. The ERF based damper would keep the structures compacted and/or regulate the speeds with which the structures would spring out for deployment. After deployment, ERF based dampening mechanism could be used to rigidize the structures or damp their vibrations. An experimental ERF deployment controlled structure described in the report comprised two metal carpenter s measuring tapes sandwiched together, held slightly apart by rubber-band spacers, and placed in a bag filled with an ERF. The viscosity of the ERF varied with the voltage applied to the tapes, such that it was possible to hold the tapes in the wound condition or slow the speed with which they sprung from the wound to the straight condition. The report describes several potential variations on the basic concept of an ERF-controlled structural member, including compartmentalization of the interior volume to prevent total loss of the ERF in case of a leak and the use of multiple, individually addressable electrode pairs to enable more localized control.

Bar-Cohen, Yoseph↗