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At least 451 records · Page 25
All sourcesNASA NTRSDOE OSTI
NASA NTRS2022

Design of Rigid-Flex PCB Robotics Leveraging Validated Finite Element Simulations

The use of rigid-flex printed circuit board (PCB) as primary structure has the potential to reduce the weight and volume of robotic systems. In the case of robotics for interplanetary exploration, these systems can leverage origamiinspired folding for increased mobility options and reduced storage volume. Folding rigid-flex PCB robotics can be constructed with rigid PCB connected by short Nomex fabric hinges coupled with flex PCB ribbon cables that permits enhanced system flexibility and energy dissipation to promote impact survivability. This paper presents a design methodology of rigidflex PCB systems with an emphasis on impact resistance. The design process considers solder joint adequacy, panel bending, and fracture using a finite element (FE) model. The proposed design methodology is developed using a case study with NASA JPL’s Pop-Up Folding Flat Explorer Robot (PUFFER). First, the finite-element (FE) modeling methodology is presented with consideration to both frequency and time-domain modeling applications, which include operational self-contact analysis and high impact scenarios. The time-domain impact modeling methodology utilizes hyperelastic material properties for the Nomex hinges. This modeling method is validated using image correlation of PUFFER drop tests. A flowchart is presented to guide users through a validated Abaqus modeling procedure for highly flexible rigid-flex systems. Next, a case study is presented in which PUFFER is subject to drop heights representative of falls into Lunar pits and then the design is refined for a more optimum impact performance. Finally, the results of the case study are used to inform a generalized design methodology for rigid-flex PCB robotics subject to high-impact loads with the considerations presented.

de la Croix, Jean-Pierre↗
NASA NTRSDate not supplied

Active Flow Control Enhanced Aileron of the High-Lift Common Research Model at Takeoff Condition

An experimental investigation was conducted in the NASA Langley 14- by 22-Foot Subsonic Tunnel on the NASA 10% scale High-Lift Common Research Model (CRM-HL) to improve the high-lift aerodynamic performance of the takeoff configuration. Active flow control (AFC) was applied at the aileron hinge line to control flow separation at high aileron deflection angles ( δ a ) to increase lift-to-drag ratio (R/J). Improvements in low speed R/J can increase vehicle payload and/or range resulting in a more efficient vehicle. Aileron deflection angles of 0°, 7.5°, 16°, and 25° were investigated. Flow control was applied to the two largest aileron deflections, which are considered the high-lift (HL) improved takeoff configurations. A companion paper will discuss baseline flow characteristics of the CRM-HL at the three takeoff conditions: reference, nominal, and HL-improved. In this paper, we focus on the aerodynamic improvement obtained when AFC was applied to δ a = 16° relative to the nominal configuration, δ a = 7.5°. Multiple flow control parameters, including actuator type, spacing, and intensity, were investigated to evaluate the efficiency of the actuation system. The different AFC configurations tested were assessed with tuft visualization, steady surface pressure data, and force and moment data. The results indicated that all actuation types and spacings examined led to an increase in lift across the range of angles of attack investigated. Flow separation was mitigated with the injection of momentum at the aileron hinge line. The configurations with the smallest spacing produced the highest improvement in L/D . Steady jet actuation showed higher efficiency but similar aerodynamic performance when compared to the sweeping jet actuators. This work was performed in support of the NASA Advanced Air Transport Technology (AATT) Project.

High-Lift Common Research Model↗
NASA NTRSDate not supplied

Active Flow Control Enhanced Aileron of the High-Lift Common Research Model at Takeoff Condition

An experimental investigation was conducted in the NASA Langley 14- by 22-Foot Subsonic Tunnel on the NASA 10% scale High-Lift Common Research Model (CRM-HL) to improve the high-lift aerodynamic performance of the takeoff configuration. Active flow control (AFC) was applied at the aileron hinge line to control flow separation at high aileron deflection angles to increase lift-to-drag ratio (L/D). Improvements in low speed L/D can increase vehicle payload and/or range resulting in a more efficient vehicle. Aileron deflection angles of 0°, 7.5°, 16°, and 25° were investigated. Flow control was applied to the two largest aileron deflections, which are considered the high-lift (HL) improved takeoff configurations. A companion paper will discuss baseline flow characteristics of the CRM-HL at the three takeoff conditions: reference, nominal, and HL-improved. In this paper, we focus on the aerodynamic improvement obtained when AFC was applied to an aileron deflected at 16° relative to the nominal configuration of 7.5° deflection. Multiple flow control parameters, including actuator type, spacing, and intensity, were investigated to evaluate the efficiency of the actuation system. The different AFC configurations tested were assessed with tuft visualization, steady surface pressure data, and force and moment data. The results indicated that all actuation types and spacings examined led to an increase in lift across the range of angles of attack investigated. Flow separation was mitigated with the injection of momentum at the aileron hinge line. The configurations with the smallest spacing produced the highest improvement in L/D. Steady jet actuation showed higher efficiency but similar aerodynamic performance when compared to the sweeping jet actuators. This work was performed in support of the NASA Advanced Air Transport Technology (AATT) Project.

CRM-HL↗
NASA NTRS1951

Theoretical characteristics of two-dimensional supersonic control surfaces

The "Busemann second-order-approximation theory" for the pressure distribution over a two-dimensional airfoil in supersonic flow was used to determine some of the aerodynamic characteristics of uncambered symmetrical parabolic and double-wedge airfoils with leading-edge and trailing-edge flaps. The characteristics presented and discussed in this paper are: flap effectiveness factor, rate of change of hinge-moment coefficient with flap deflection, rate of change of the pitching-moment coefficient with flap deflection, rate of change of the pitching-moment coefficient about the mid chord with flap deflection, and the location of the center of pressure of the airfoil-flap combination.

MACH NUMBER EFFECTS - WING SECTIONS↗
NASA NTRS1957

Ground Effects on the Longitudinal Characteristics of Two Models with Wings Having Low Aspect Ratio and Pointed Tips

Wind-tunnel tests were conducted to determine the ground effects on a tailless model with a wing of aspect ratio 2 and infinite taper, and on a tailed model with a triangular wing of aspect ratio 3, with flaps. Control-surface hinge moments were measured on the tailless model. The results are compared with the predictions of the theory of Tani, et al.

CONTROLS, FLAP-TYPE - COMPLETE WINGS↗
NASA NTRS1944

Wind-Tunnel Investigation of Control-Surface Characteristics XX : Plain and Balanced Flaps on an NACA 0009 Rectangular Semispan Tail Surface

Correlation is established between aerodynamic characteristics of control surfaces in two-dimensional and three-dimensional flow. Slope of lift curve was affected little by overhang and balance-nose shape, but increased by sealing flap-nose gap. Effectiveness of balancing tab was same for sealed plain flap and unsealed overhang flap. Changes in hinge-moment coefficient were diminished by sealing gap. Values measured by three-dimensional flow disagreed with two-dimensional flow values until aspect ratio corrections were made.

CONTROL SURFACES, BALANCED↗
NASA NTRS1944

Wind-Tunnel Investigation of Shielded Horn Balances and Tabs on a 0.7-Scale Model of XF6F Vertical Tail Surface

Results of subject tests indicate the difficulty of obtaining closely balanced rudder surfaces for most tail assemblies with shielded horns and maintaining a near zero rate-of-change of hinge-moment coefficient without an additional balancing device. A comparison is made between shielded and unshielded horn test results. Pressure distribution and tuft tests of flow over different shaped horns showed higher critical speed for medium-taper nosed horn. The trim tab nose shape had little effect on tab test results.

CONTROL SURFACES, BALANCED-HORN↗
NASA NTRS1943

Wind-Tunnel Investigation of the Characteristics of Blunt-Nose Ailerons on a Tapered Wing

Characteristics are determined for various modifications of 0.155-chord blunt-nose aileron on semispan model of tapered fighter plane wing. Ailerons with 40 percent nose balance reduced high-speed stick forces. Increased balance chord increases effectiveness and reduces high-speed stick forces. Increased balance chord increases effectiveness and reduces adverse effects of gap at aileron hose. Increase of nose radii increased negative slope of curve hinge-movement coefficient plotted against deflection. Extended deflection range decreased aileron effectiveness for small deflections but increased it at large deflections. Peak pressures at noses of ailerons are relatively high at moderate deflections.

AILERONS - EFFICIENCY↗
NASA NTRS1943

Wind Tunnel Tests of Ailerons at Various Speeds I : Ailerons of 0.20 Airfoil Chord and True Contour with 0.35 Aileron-chord Extreme Blunt Nose Balance on the NACA 66,2-216 Airfoil

Hinge-moment, lift, and pressure-distribution measurements were made in the two-dimensional test section of the NACA stability tunnel on a blunt-nose balance-type aileron on an NACA 66,2-216 airfoil at speeds up to 360 miles per hour corresponding to a Mach number of 0.475. The tests were made primarily to determine the effect of speed on the action of this type of aileron. The balance-nose radii of the aileron were varied from 0 to 0.02 of the airfoil chord and the gap width was varied from 0.0005 to 0.0107 of the airfoil chord. Tests were also made with the gap sealed.

FLYING, HIGH-SPEED↗
NASA NTRS2006

Analysis of the Lenticular Jointed MARSIS Antenna Deployment

This paper summarizes important milestones in a yearlong comprehensive effort which culminated in successful deployments of the MARSIS antenna booms in May and June of 2005. Experimentally measured straight section and hinge properties are incorporated into specialized modeling techniques that are used to simulate the boom lenticular joints. System level models are exercised to understand the boom deployment dynamics and spacecraft level implications. Discussion includes a comparison of ADAMS simulation results to measured flight data taken during the three boom deployments. Important parameters that govern lenticular joint behavior are outlined and a short summary of lessons learned and recommendations is included to better understand future applications of this technology.

Dynamic↗
NASA NTRS1964

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.↗
NASA NTRS1954

The Effect of Blunt-Trailing-Edge Modifications on the High-Speed Stability and Control Characteristics of a Swept-Wing Fighter Airplane

An investigation was conducted on a 35 deg swept-wing fighter airplane to determine the effects of several blunt-trailing-edge modifications to the wing and tail on the high-speed stability and control characteristics and tracking performance. The results indicated significant improvement in the pitch-up characteristics for the blunt-aileron configuration at Mach numbers around 0.90. As a result of increased effectiveness of the blunt-trailing-edge aileron, the roll-off, customarily experienced with the unmodified airplane in wings-level flight between Mach numbers of about 0.9 and 1.0 was eliminated, The results also indicated that the increased effectiveness of the blunt aileron more than offset the large associated aileron hinge moment, resulting in significant improvement in the rolling performance at Mach numbers between 0.85 and 1.0. It appeared from these results that the tracking performance with the blunt-aileron configuration in the pitch-up and buffeting flight region at high Mach numbers was considerably improved over that of the unmodified airplane; however, the tracking errors of 8 to 15 mils were definitely unsatisfactory. A drag increment of about O.OOl5 due to the blunt ailerons was noted at Mach numbers to about 0.85. The drag increment was 0 at Mach numbers above 0.90.

Sadoff, Melvin↗
NASA NTRS1966

Soldering iron temperature is automatically reduced

Hinged cradle-microswitch arrangement maintains a soldering iron at less than peak temperature when not in use. The microswitch introduces a voltage reducing element into the soldering iron power circuit when the iron is placed on the cradle. The iron, when removed from the cradle, returns to operating temperature in 15 to 30 seconds.

Lum, J. Y.↗