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At least 577 records · Page 32

Human interactions during Shuttle/Mir space missions

To improve the interpersonal climate of crewmembers involved with long-duration space missions, it is important to understand the factors affecting their interactions with each other and with members of mission control. This paper will present findings from a recently completed NASA-funded study during the Shuttle/Mir program which evaluated in-group/out-group displacement of negative emotions; changes in tension, cohesion, and leader support over time; and cultural differences. In-flight data were collected from 5 astronauts, 8 cosmonauts, and 42 American and 16 Russian mission control personnel who signed informed consent. Subjects completed a weekly questionnaire that assessed their mood and perception of their work group's interpersonal climate using questions from well-known, standardized measures (Profile of Mood States, Group and Work Environment Scales) and a critical incident log. There was strong evidence for the displacement of tension and dysphoric emotions from crewmembers to mission control personnel and from mission control personnel to management. There was a perceived decrease in commander support during the 2nd half of the missions, and for American crewmembers a novelty effect was found on several subscales during the first few months on-orbit. There were a number of differences between American and Russian responses which suggested that the former were less happy with their interpersonal environment than the latter. Mission control personnel reported more tension and dysphoria than crewmembers, although both groups scored better than other work groups on Earth. Nearly all reported critical incidents came from ground subjects, with Americans and Russians showing important differences in response frequencies.

Non-NASA Center↗

Controls-structures-interaction dynamics during RCS control of the Orbiter/SRMS/SSF configuration

During the assembly flights of the Space Station Freedom (SSF), the Orbiter will either dock with the SSF and retract to the final berthed position, or will grapple the SSF using the Shuttle Remote Manipulator System (SRMS) and maneuver the SRMS coupled vehicles to their final berthed position. The SRMS method is expected to take approximately one to one and a half hours to complete and require periodic attitude corrections by either the Orbiter or the SSF reaction control system (RCS) or continuous control by a control moment gyro (CMG) system with RCS desaturation as required. Free drift of the attached vehicles is not currently thought to be acceptable because the desired system attitude will quickly deteriorate due to unbalanced gravity gradient and aerodynamic torques resulting in power generation problems, thermodynamic control problems, and communications problems. This paper deals with the simulation and control of the SRMS during trunnion/latch interaction dynamics and during RCS maneuvers. The SRMS servo drive joints have highly non-linear elastic characteristics which tend to degrade sensitive control strategies. In addition the system natural frequencies are extremely low and depend on the drive joint deflections and SRMS geometric position. The lowest mean period of oscillation for the Orbiter/SRMS/SSF(MB6) system in brakes hold mode positioned near the final berthed position is approximately 120 seconds. A detailed finite element model of the SRMS has been developed and used in a newly developed SRMS systems dynamics simulation to investigate the non-linear transient response dynamics of the Orbiter/SRMS/SSF systems. The present SRMS control strategy of brakes only recommended by the Charles Draper Labs is contrasted with a robust controller developed by the authors. The robust controller uses an optimal inear quadratic regulator (LQR) to optimally place the closed-loop poles of a multivariable continuous-time system within the common region of an open sector with the sector angle plus or minus 45 degrees from the negative real axis, and the left-hand side of a parallel to the imaginary axis in the complex s-plane. This guarantees that the critical damping ratio for the desired control modes is equal to or in excess of 0.707. The matrix sign function is used for solving the Riccati equations which appear in the controller design procedure. Fast and stable algorithms have recently been developed for the computation of the matrix sign function. Simulation results are given which demonstrate the potential CSI involvement for the current SRMS control system and the proposed control system.

Schliesing, J. A.↗

Design and Testing of a Dynamically-Tuned Magnetostrictive Spring with Electrically-Controlled Stiffness

This paper details the development of an electrically-controlled, variable-stiffness spring based on magnetostrictive materials. The device, termed a magnetostrictive Varispring, can be applied as a semi-active vibration isolator or switched stiffness vibration controller for reducing transmitted vibrations. The Varispring is designed using 1D linear models that consider the coupled electrical response, mechanically-induced magnetic diffusion, and the effect of internal mass on dynamic stiffness. Modeling results illustrate that a Terfenol-D-based Varispring has a rise time almost an order of magnitude smaller and a magnetic diffusion cut-off frequency over two orders of magnitude greater than a Galfenol-based Varispring. The results motivate the use of laminated Terfenol-D rods for a greater stiffness tuning range and increased bandwidth. The behavior of a prototype Varispring is examined under vibratory excitation up to 6 MPa and 25 Hz using a dynamic load frame. For this prototype, stiffness is indirectly varied by controlling the excitation current. Preliminary measurements of continuous stiffness tuning via sinusoidal currents up to 1 kHz are presented. The measurements demonstrate that the Young's modulus of the Terfenol-D rod inside the Varispring can be continuously varied by up to 21.9 GPa. The observed stiffness tuning range is relatively constant up to 500 Hz, but significantly decreases thereafter. The stiffness tuning range can be greatly increased by improving the current and force control such that a more consistent current can be applied and the Varispring can be accurately tested at a more optimal bias stress.

Vibration control↗

Proposed input for determining longitudinal aerodynamic parameters for the space shuttle

A control input form to improve the identification of longitudinal aerodynamic parameters for the Space Shuttle, especially at low Mach numbers, has been proposed. This input combines features of several inputs currently used with the Shuttle to improve the response in angle-of-attack without exceeding pitch rate limits. The responses of the proposed input were generated using a simple three-degree-of-freedom simulation. An examination of the power spectral densities of these responses showed them to have more power near the vehicle natural frequency than doublet inputs previously used with the Shuttle. When the responses to the proposed input were corrupted with noise and processed using a maximum likelihood parameter extraction program, the identifiability of the parameters was improved over the identifiability of the same parameters using actual Shuttle responses from doublet input of a similar magnitude. This preliminary study indicates that the proposed input form should result in improved identifiability of longitudinal static and control parameters for the Shuttle vehicle.

Suit, W. T.↗

Study of design and control of remote manipulators. Modeling manipulator arms with distributed flexibility for design and control

The interactions of control system and distributed flexible structural dynamics is explored for mechanical arms. A modeling process using 4 x 4 transfer matrices is described which permits the closed loop response of many current arm configurations to be evaluated. Root locus, frequency response, modal shapes, and time impulse response have all been obtained from the digital computer implementation of this model, which is oriented to arm design and allows for easy variation of the arm configuration through data cards. The model corresponds with experimentally observed natural frequencies with an average error of less than 5% in the first three flexible modes in the seven cases considered. The model was used to explore the limits imposed by structural flexibility on a nondimensionalized two link arm with one and two joints for planar motion.

Book, W. J.↗

Temperature regulation in rats exposed to a 2 G field

The regulation of body temperature involves both homeostatic and circadian control systems. Both systems are influenced by exposure to hyperdynamic fields and demonstrate acute responses that eventually recover to an adapted level. This experiment examined both the homeostatic and circadian responses of body temperature to a separate environmental challenge (high frequency light/dark cycles) during exposure to a 2 G hyperdynamic field.

Ishihama, Linda M.↗

In-Flight Line-Of-Sight Pointing Performance for the GOES-16 and GOES-17 Spacecraft

The Geostationary Operational Environmental Satellite-R program (GOES-R) has launched two of the next generation geostationary weather satellites, both of which are now fully operational. GOES-16 launched in November 2016, and GOES-17 launched in March 2017. In this paper, we present the pointing and pointing stability results of the two spacecraft, with specific focus on aspects of the design related to mitigating jitter. The flight instrument suite includes 6 seismic accelerometers sampled at approximately 2 kilohertz, allowing in-flight verification of pointing stability and comparison back to simulation predictions. This paper compares the observed flight results with the simulation predictions for acceleration and shock response spectrum (SRS) for various operational scenarios and instrument observation modes. Passive isolation of both the reaction wheels and the payload deck have proved to be effective in reducing jitter responses. Active Vibration Damping (AVD) of flexible-body modes attenuates the low frequency motion of the vehicle appendages, improving the low-frequency pointing performance. Knowledge of the instrument scan mirror motion is fed forward to the reaction wheel control, reducing disturbances on the spacecraft bus. Attitude knowledge and rate data are provided to the primary Earth-observing instrument with an accuracy defined by the Integrated Rate Error (IRE) requirements. The data are used to adjust instrument scanning. As we show in this paper, the in-flight performance of the GN&C (Guidance, Navigation and Control) design provides the necessary capabilities to achieve the demanding GOES-R mission objectives while its robustness enabled the simultaneous operation of the Advanced Baseline Imager (ABI) prime and redundant cryocoolers (CCs) to resolve an in-flight cooling anomaly on GOES-17.

Line-of-Sight↗

A simple Fourier analysis technique for measuring the dynamic response of manual control systems.

From a practical standpoint most dynamic response analysis techniques are complicated, expensive, and time consuming to mechanize and operate. Adaptive parameter tracking techniques partially overcome these faults, but they have prescribed forms which is an undesirable restriction for basic research. To overcome these drawbacks, an on-line Fourier analysis technique has been developed which deals only with the input and error signals in a manual feedback control system. Several sine waves are used for the input, and the on-line data measurement includes the error variance and a simple means for obtaining the sine and cosine transforms of the error signal at each of the input frequencies. From this relatively small amount of data, we show simple ways to compute the open- and closed-loop dynamic response at input frequencies and the relative amount of linearly correlated power in the error signal.

Allen, R. W.↗

Carotid baroreflex regulation of sympathetic nerve activity during dynamic exercise in humans

We sought to determine whether carotid baroreflex (CBR) control of muscle sympathetic nerve activity (MSNA) was altered during dynamic exercise. In five men and three women, 23.8 +/- 0.7 (SE) yr of age, CBR function was evaluated at rest and during 20 min of arm cycling at 50% peak O(2) uptake using 5-s periods of neck pressure and neck suction. From rest to steady-state arm cycling, mean arterial pressure (MAP) was significantly increased from 90.0 +/- 2.7 to 118.7 +/- 3.6 mmHg and MSNA burst frequency (microneurography at the peroneal nerve) was elevated by 51 +/- 14% (P < 0.01). However, despite the marked increases in MAP and MSNA during exercise, CBR-Delta%MSNA responses elicited by the application of various levels of neck pressure and neck suction ranging from +45 to -80 Torr were not significantly different from those at rest. Furthermore, estimated baroreflex sensitivity for the control of MSNA at rest was the same as during exercise (P = 0.74) across the range of neck chamber pressures. Thus CBR control of sympathetic nerve activity appears to be preserved during moderate-intensity dynamic exercise.

Non-NASA Center↗

A Study of Longitudinal Control Problems at Low and Negative Damping and Stability with Emphasis on Effects of Motion Cues

As part of a general investigation to determine the effects of simulator motions on pilot opinion and task performance over a wide range of vehicle longitudinal dynamics, a cooperative NASA-AMAL program was conducted on the centrifuge at Johnsville, Pennsylvania. The test parameters and measurements for this program duplicated those of earlier studies made at Ames Research Center with a variable-stability airplane and with a pitch-roll chair flight simulator. Particular emphasis was placed on the minimum basic damping and stability the pilots would accept and on the minimum dynamics they considered controllable in the event of stability-augmentation system failure. Results of the centrifuge-simulator program indicated that small positive damping was required by the pilots over most of the frequency range covered for configurations rated acceptable for emergency conditions only (e.g., failure of a pitch damper). It was shown that the pilot's tolerance for unstable dynamics was dependent primarily on the value of damping. For configurations rated acceptable for emergency operation only, the allowable instability and damping corresponded to a divergence time to double amplitude of about 1 second. Comparisons were made of centrifuge, pitch-chair and fixed-cockpit simulator tests with flight tests. Pilot ratings indicated that the effects of incomplete or spurious motion cues provided by these three modes of simulation were important only for high-frequency, lightly damped dynamics or unstable, moderately damped dynamics. The pitch- chair simulation, which provided accurate angular-acceleration cues to the pilot, compared most favorably with flight. For the centrifuge simulation, which furnished accurate normal accelerations but spurious pitching and longitudinal accelerations, there was a deterioration of pilots' opinion relative to flight results. Results of simulator studies with an analog pilot replacing the human pilot illustrated the adaptive capability of human pilots in coping with the wide range of vehicle dynamics and the control problems covered in this study. It was shown that pilot-response characteristics, deduced by the analog-pilot method, could be related to pilot opinion. Possible application of these results for predicting flight-control problems was illustrated by means of an example control-problem analysis. The results of a brief evaluation of a pencil-type side-arm controller in the centrifuge showed a considerable improvement in the pilots' ability to cope with high-frequency, low-damping dynamics, compared to results obtained with the center stick. This improvement with the pencil controller was attributed primarily to a marked reduction in the adverse effects of large and exaggerated pitching and longitudinal accelerations on pilot control precision.

Sadoff, Melvin↗

Control Augmented Structural Synthesis

A methodology for control augmented structural synthesis is proposed for a class of structures which can be modeled as an assemblage of frame and/or truss elements. It is assumed that both the plant (structure) and the active control system dynamics can be adequately represented with a linear model. The structural sizing variables, active control system feedback gains and nonstructural lumped masses are treated simultaneously as independent design variables. Design constraints are imposed on static and dynamic displacements, static stresses, actuator forces and natural frequencies to ensure acceptable system behavior. Multiple static and dynamic loading conditions are considered. Side constraints imposed on the design variables protect against the generation of unrealizable designs. While the proposed approach is fundamentally more general, here the methodology is developed and demonstrated for the case where: (1) the dynamic loading is harmonic and thus the steady state response is of primary interest; (2) direct output feedback is used for the control system model; and (3) the actuators and sensors are collocated.

Lust, Robert V.↗

Finite state modelling of unsteady aerodynamics and its application to a rotor dynamic problem

The paper presents a method for formulating finite state unsteady aerodynamic models in the time domain from frequency domain unsteady aerodynamics. The method is based on recognizing that the lift deficiency function represents an aerodynamic transfer function and utilizes the Bode plot technique, used in control systems engineering, to construct approximation to the lift deficiency function. Indicial response functions for both fixed wing and rotary wing applications are obtained, using these finite state unsteady aerodynamic models. It is shown that the rotary wing indicial response function is oscillatory and thus it is fundamentally different when compared to the fixed wing indicial response function which is nonoscillatory. Certain aspects of the finite state aerodynamic model are demonstrated by applying it to the flapping dynamics of an articulated helicopter rotor blade. The influence of unsteady aerodynamics on the damping characteristics of the rotor is examined. The same problem is also treated by using a different unsteady aerodynamic model, namely dynamic inflow. Based on a comparison of the results obtained with these two unsteady aerodynamic models, useful conclusions are drawn regarding some fundamental features of these theories.

Friedmann, P. P.↗

Design, analysis, and control of a large transport aircraft utilizing selective engine thrust as a backup system for the primary flight control

A study has been conducted to determine the capability to control a very large transport airplane with engine thrust. This study consisted of the design of an 800-passenger airplane with a range of 5000 nautical miles design and evaluation of a flight control system, and design and piloted simulation evaluation of a thrust-only backup flight control system. Location of the four wing-mounted engines was varied to optimize the propulsive control capability, and the time constant of the engine response was studied. The goal was to provide level 1 flying qualities. The engine location and engine time constant did not have a large effect on the control capability. The airplane design did meet level 1 flying qualities based on frequencies, damping ratios, and time constants in the longitudinal and lateral-directional modes. Project pilots consistently rated the flying qualities as either level 1 or level 2 based on Cooper-Harper ratings. However, because of the limited control forces and moments, the airplane design fell short of meeting the time required to achieve a 30 deg bank and the time required to respond a control input.

Gerren, Donna S.↗

Control of Shock Loading from a Jet in a Flexible Structure's Presence

The control of shock noise or screech from a jet near a flexible structure is discussed. The pressure from the supersonic jet consists of a shock with spiral and flapping nonaxisymmetric modes superimposed on broadband response. This shock induces a nonlinear-nonstationary loading problem associated with acoustic wave generation and propagation coupled with structural vibration. Control of the shock is achieved by placing a ring at the nozzle lip oscillating at the shock fundamental frequency. The ring prevents the shock characteristics originating in the column of the shear layer from sustaining connection with the out-of-phase surface vibration. Shock-free flow is maintained over a large pressure ratio. The peak power spectral density of the pressure due to shock fundamental and harmonics is converted to broadband level. The experiment is motivated by consideration of aircraft structural fatigue and interior noise.

Maestrello, Lucio↗

Control of Shock Loading from a Jet in the Presence of a Flexible Structure

The control of shock noise or screech from a jet near a flexible structure is discussed. The pressure from the supersonic jet consists of a shock with spiral and flapping nonaxisymmetric modes superimposed on broadband response. This shock induces a nonlinear-nonstationary loading problem associated with acoustic wave generation and propagation coupled with structural vibration. Control of the shock is achieved by placing a ring at the nozzle lip oscillating at the shock fundamental frequency. The ring prevents the shock characteristics originating in the column of the shear layer from sustaining connection with the out-of-phase surface vibration. Shock-free flow is maintained over a large pressure ratio. The peak power pressure level is reduced by 40 dB.

Maestrello, Lucio↗

Global Gravity Wave Variances from Aura MLS: Characteristics and Interpretation

The gravity wave (GW)-resolving capabilities of 118-GHz saturated thermal radiances acquired throughout the stratosphere by the Microwave Limb Sounder (MLS) on the Aura satellite are investigated and initial results presented. Because the saturated (optically thick) radiances resolve GW perturbations from a given altitude at different horizontal locations, variances are evaluated at 12 pressure altitudes between 21 and 51 km using the 40 saturated radiances found at the bottom of each limb scan. Forward modeling simulations show that these variances are controlled mostly by GWs with vertical wavelengths z 5 km and horizontal along-track wavelengths of y 100-200 km. The tilted cigar-shaped three-dimensional weighting functions yield highly selective responses to GWs of high intrinsic frequency that propagate toward the instrument. The latter property is used to infer the net meridional component of GW propagation by differencing the variances acquired from ascending (A) and descending (D) orbits. Because of improved vertical resolution and sensitivity, Aura MLS GW variances are 5?8 times larger than those from the Upper Atmosphere Research Satellite (UARS) MLS. Like UARS MLS variances, monthly-mean Aura MLS variances in January and July 2005 are enhanced when local background wind speeds are large, due largely to GW visibility effects. Zonal asymmetries in variance maps reveal enhanced GW activity at high latitudes due to forcing by flow over major mountain ranges and at tropical and subtropical latitudes due to enhanced deep convective generation as inferred from contemporaneous MLS cloud-ice data. At 21-28-km altitude (heights not measured by the UARS MLS), GW variance in the tropics is systematically enhanced and shows clear variations with the phase of the quasi-biennial oscillation, in general agreement with GW temperature variances derived from radiosonde, rocketsonde, and limb-scan vertical profiles.

MLS (MICROWAVE LIMB SOUNDER)↗

Characterization of Pilot Technique

Skilled pilots often use pulse control when controlling higher order (i.e. acceleration-command) vehicle dynamics. Pulsing does not produce a stick response that resembles what the human Crossover Model predicts. The Crossover Model (CM) assumes the pilot provides compensation necessary (lead or lag) such that the suite of display-human-vehicle approximates an integrator in the region of crossover frequency. However, it is shown that the CM does appear to drive the pilots pulsing behavior in a very predictable manner. Roughly speaking, the pilot generates pulses such that the area under the pulse (pulse amplitude multiplied by pulse width) is approximately equal to area under the hypothetical CM output. This can allow a pilot to employ constant amplitude pulsing so that only the pulse duration (width) is modulated a drastic simplification over the demands of continuous tracking. A pilot pulse model is developed, with which the parameters of the pilots internally-generated CM can be computed in real time for pilot monitoring and display compensation. It is also demonstrated that pursuit tracking may be activated when pulse control is employed.

rotorcraft↗

Measured effects of wind turbine generation at the Block Island Power Company

Data measurements made on the NASA MOD-OA 200-kw wind-turbine generator (WTG) installed on a utility grid form the basis for an overall performance analysis. Fuel displacement/-savings, dynamic interactions, and WTG excitation (reactive-power) control effects are studied. Continuous recording of a large number of electrical and mechanical variables on FM magnetic tape permit evaluation and correlation of phenomena over a bandwidth of at least 20 Hz. Because the wind-power penetration reached peaks of 60 percent, the impact of wind fluctuation and wind-turbine/diesel-utility interaction is evaluated in a worst-case scenario. The speed-governor dynamics of the diesel units exhibited an underdamped response, and the utility operation procedures were not altered to optimize overall WTG/utility performance. Primary findings over the data collection period are: a calculated 6.7-percent reduction in fuel consumption while generating 11 percent of the total electrical energy; acceptable system voltage and frequency fluctuations with WTG connected; and applicability of WTG excitation schemes using voltage, power, or VARS as the controlled variable.

Wilreker, V. F.↗