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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 613 records · Page 34
All sourcesNASA NTRSDOE OSTI
NASA NTRS1983

A three degree-of-freedom, typical section flutter analysis using harmonic transonic air forces

Typical section flutter solutions are obtained using generalized air forces calculated with OPTRAN2, a program based on the transonic small perturbation potential equation, which uses potentials from a nonlinear solution to the steady flow to obtain linear unsteady air forces. Flutter results are calculated with a conventional, linear V-g type solution. Results are presented for a NACA 64A010 airfoil oscillating in plunge and pitch, and with a quarter-chord control surface in the Mach number range of 0.80 to 0.90. The flutter boundary shows a significant 'transonic' bucket, together with changes in flutter mode as, with increasing Mach numbers, a shock appears on the airfoil and then moves aft. Single degree-of-freedom instabilities associated with both the pitch and the control surface motions are identified.

Weatherill, W. H.↗
DOE OSTI2022

Load Mitigating Feedback Control of WECs

This report outlines the development of load-mitigating feedback control for wave energy converters. A simple, self-tuning multi-objective controller is demonstrated in simulation for a 3-DOF (surge, heave, pitch) point absorber. In previous work, the proposed control architecture has been shown to be effective in experiment for a variety of device archetypes for the single objective of the maximization of electrical power capture: here this architecture is extended to reduce device loading as well. In particular, PTO actuation forces and the minimization of fatigue damage (determined from the sum of wave-exerted and PTO forces) are considered as additional objectives for the self-tuning controller. This controller is demonstrated for two similar, but distinct systems: one described by the identified linear models from physical testing of the WaveBot device, and another based upon a WEC-Sim simulation that expands upon boundary element method data from the WaveBot device. In both cases, because the power surface is consistently fairly flat in the vicinity of control parameters that maximize power capture in contrasting sea-states, it is found to be generally possible to mitigate either fatigue damage or PTO load. However, PTO load is found to conflict with fatigue damage in some sea-states, limiting the efficacy of control objectives that attempt to mitigate both simultaneously. Additionally, coupling between the surge and pitch DOFs also limits the extent to which fatigue damage can be mitigated for both DOFs in some sea-states. Because control objectives can be considered a function of the sea-state (e.g., load mitigation may not be a concern until the sea is sufficiently large) a simple transition strategy is proposed and demonstrated. This transition strategy is found to be effective with some caveats: firstly, it cannot circumvent the aforementioned objective contradictions. Secondly, this objective transition is too slow to act as a system constraint, and objective thresholds must thus be considered quite conservatively. Improvement of the adjustment strategy is demonstrated through the addition of an integral term. Selection of well-performing transition parameters can be a function of sea-state. While a simple selection procedure is proposed, it is non-optimal, and a more robust selection procedure is suggested for future work.

16 TIDAL AND WAVE POWER↗
NASA NTRS1995

A concept for adaptive performance optimization on commercial transport aircraft

An adaptive control method is presented for the minimization of drag during flight for transport aircraft. The minimization of drag is achieved by taking advantage of the redundant control capability available in the pitch axis, with the horizontal tail used as the primary surface and symmetric deflection of the ailerons and cruise flaps used as additional controls. The additional control surfaces are excited with sinusoidal signals, while the altitude and velocity loops are closed with guidance and control laws. A model of the throttle response as a function of the additional control surfaces is formulated and the parameters in the model are estimated from the sensor measurements using a least squares estimation method. The estimated model is used to determine the minimum drag positions of the control surfaces. The method is presented for the optimization of one and two additional control surfaces. The adaptive control method is extended to optimize rate of climb with the throttle fixed. Simulations that include realistic disturbances are presented, as well as the results of a Monte Carlo simulation analysis that shows the effects of changing the disturbance environment and the excitation signal parameters.

Jackson, Michael R.↗
NASA NTRS1994

Vibration reduction in helicopter rotors using an actively controlled partial span trailing edge flap located on the blade

This report describes an analytical study of vibration reduction in a four-bladed helicopter rotor using an actively controlled, partial span, trailing edge flap located on the blade. The vibration reduction produced by the actively controlled flap (ACF) is compared with that obtained using individual blade control (IBC), in which the entire blade is oscillated in pitch. For both cases a deterministic feedback controller is implemented to reduce the 4/rev hub loads. For all cases considered, the ACF produced vibration reduction comparable with that obtained using IBC, but consumed only 10-30% of the power required to implement IBC. A careful parametric study is conducted to determine the influence of blade torsional stiffness, spanwise location of the control flap, and hinge moment correction on the vibration reduction characteristics of the ACF. The results clearly demonstrate the feasibility of this new approach to vibration reduction. It should be emphasized than the ACF, used together with a conventional swashplate, is completely decoupled from the primary flight control system and thus it has no influence on the airworthiness of the helicopter. This attribute is potentially a significant advantage when compared to IBC.

Millott, T. A.↗
NASA NTRS2004

Stability Analysis of the Slowed-Rotor Compound Helicopter Configuration

The stability and control of rotors at high advance ratio are considered. Teetering, articulated, gimbaled, and rigid hub types are considered for a compound helicopter (rotor and fixed wing). Stability predictions obtained using an analytical rigid flapping blade analysis, a rigid blade CAMRAD II model, and an elastic blade CAMRAD II model are compared. For the flapping blade analysis, the teetering rotor is the most stable, 5howing no instabilities up to an advance ratio of 3 and a Lock number of 18. With an elastic blade model, the teetering rotor is unstable at an advance ratio of 1.5. Analysis of the trim controls and blade flapping shows that for small positive collective pitch, trim can be maintained without excessive control input or flapping angles.

Johnson, Wayne↗
NASA NTRS1949

Systematic Investigations of the Effects of Plan Form and Gap between the Fixed Surface and Control Surface on Simple Flapped Wings

Four component measurements of 12 wings of symmetric profile having flaps with chord ratios t(sub R)/t(sub L) = 0.3 and t(sub R)/t(sub L) = 0.2 are treated in this report. As a result of the investigations, the effects of plan form and gap between fixed surface and control surface have been clarified. Lift, drag, pitching moment, and hinge moment were measured in the control-surface deflection range: -23 deg < or = beta < or = 23 deg and the range of angle of attack: -20 deg < or = alpha < or = 20 deg. Six wings with flaps of small chord (t(sub R)/t(sub L) < 0.1) were investigated at large flap settings.

Goethert↗
NASA NTRS1960

Flight Investigation of an Automatic Pitchup Control

A flight investigation of an automatic pitchup control has been conducted by the National Aeronautics and Space Administration at the Langley Research Center. The pitching-moment characteristics of a transonic fighter airplane which was subject to pitchup were altered by driving the stabilizer in accordance with a signal that was a function of a combination of the measured angle of attack and the pitching velocity. An angle-of-attack threshold control was used to preset the angle of attack at which the automatic pitchup-control system would begin to drive the stabilizer. No threshold control as such existed for the pitching-velocity signal. A summing linkage in series with the pilot's longitudinal control allowed the automatic pitchup-control system to drive the stabilizer 13.5 percent of the total stabilizer travel independently of the pilot's control. Tests were made at an altitude of 35,000 feet over a Mach number range of 0.80 to 0.90. Various gearings between the control and the sensing devices were investigated. The automatic system was capable of extending the region of positive stability for the test airplane to angles of attack above the basic-airplane pitchup threshold angle of attack. In most cases a limit-cycle oscillation about the airplane pitch axis occurred.

Hurt, George J., Jr.↗
NASA NTRS2007

Stability Analysis of the Slowed-Rotor Compound Helicopter Configuration

The stability and control of rotors at high advance ratio are considered. Teetering, articulated, gimbaled, and rigid hub types are considered for a compound helicopter (rotor and fixed wing). Stability predictions obtained using an analytical rigid flapping blade analysis, a rigid blade CAMRAD II model, and an elastic blade CAMRAD II model are compared. For the flapping blade analysis, the teetering rotor is the most stable, showing no instabilities up to an advance ratio of 3 and a Lock number of 18. A notional elastic blade model of a teetering rotor is unstable at an advance ratio of 1.5, independent of pitch frequency. Analysis of the trim controls and blade flapping shows that for small positive collective pitch, trim can be maintained without excessive control input or flapping angles.

Floros, Matthew W.↗
NASA NTRS1984

Refinement and evaluation of helicopter real-time self-adaptive active vibration controller algorithms

A Real-Time Self-Adaptive (RTSA) active vibration controller was used as the framework in developing a computer program for a generic controller that can be used to alleviate helicopter vibration. Based upon on-line identification of system parameters, the generic controller minimizes vibration in the fuselage by closed-loop implementation of higher harmonic control in the main rotor system. The new generic controller incorporates a set of improved algorithms that gives the capability to readily define many different configurations by selecting one of three different controller types (deterministic, cautious, and dual), one of two linear system models (local and global), and one or more of several methods of applying limits on control inputs (external and/or internal limits on higher harmonic pitch amplitude and rate). A helicopter rotor simulation analysis was used to evaluate the algorithms associated with the alternative controller types as applied to the four-bladed H-34 rotor mounted on the NASA Ames Rotor Test Apparatus (RTA) which represents the fuselage. After proper tuning all three controllers provide more effective vibration reduction and converge more quickly and smoothly with smaller control inputs than the initial RTSA controller (deterministic with external pitch-rate limiting). It is demonstrated that internal limiting of the control inputs a significantly improves the overall performance of the deterministic controller.

Davis, M. W.↗
NASA NTRS1990

Custom electronic subsystems for the laboratory telerobotic manipulator

The National Aeronautics and Space Administration (NASA) Space Station Program presents new opportunities for the application of telerobotic and robotic systems. The Laboratory Telerobotic Manipulator (LTM) is a highly advanced 7 degrees-of-freedom (DOF) telerobotic/robotic manipulator. It was developed and built for the Automation Technology Branch at NASA's Langley Research Center (LaRC) for work in research and to demonstrate ground-based telerobotic manipulator system hardware and software systems for future NASA applications in the hazardous environment of space. The LTM manipulator uses an embedded wiring design with all electronics, motor power, and control and communication cables passing through the pitch-yaw differential joints. This design requires the number of cables passing through the pitch/yaw joint to be kept to a minimum. To eliminate the cables needed to carry each pitch-yaw joint's sensor data to the VME control computers, a custom-embedded electronics package for each manipulator joint was developed. The electronics package collects and sends the joint's sensor data to the VME control computers over a fiber optic cable. The electronics package consist of five individual subsystems: the VME Link Processor, the Joint Processor and the Joint Processor power supply in the joint module, the fiber optics communications system, and the electronics and motor power cabling.

Glassell, R. L.↗
NASA NTRS1995

Hypersonic Aerodynamic Characteristics of a Proposed Single-Stage-To-Orbit Vehicle

The hypersonic aerodynamic characteristics of a winged body concept representing a candidate single- stage-to-orbit vehicle which features wing tip fin controllers and elevon/body flap control surfa'Fs are predicted at points along a nominal trajectory for Mach numbers from 5 to 27 and angles of attack from 19 to 32 degrees. Predictions are derived from surface properties based on flow solvers for inviscid and viscous, laminar flows acting as a perfect gas, as a gas in chemical equilibrium and as a gas in chemical non- equilibrium. At a Mach number of 22, the lateral aerodynamic characteristics of the vehicle are determined based on an inviscid analysis at side slip angles of 2 and 4 degrees and 32 degrees angle of attack; a viscous analysis was carried out to determine the effect of gas chemistry model on surface pressure and to determine the incremental aerodynamics for control surface deflections. The results show that the longitudinal pitch characteristics of the baseline configuration, i.e., zero control surface deflections, are significantly altered by real gas chemistry at angles of attack greater than 30 degrees and Mach numbers greater than 9; and, that aerodynamics derived from inviscid solutions are of sufficient accuracy for preliminary analysis. Also, it is shown that a Mach number of 22, the choice of gas chemistry model has a large impact on surface pressure levels at highly localized regions on the vehicle and that the vehicle can be trimmed at control surface deflections less than 11 degrees.

Weilmuenster, K. James↗
NASA NTRS2015

Crash Test of Three Cessna 172 Aircraft at NASA Langley Research Center's Landing and Impact Research Facility

During the summer of 2015, three Cessna 172 aircraft were crash tested at the Landing and Impact Research Facility (LandIR) at NASA Langley Research Center (LaRC). The three tests simulated three different crash scenarios. The first simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway, the second simulated a controlled flight into terrain with a nose down pitch on the aircraft, and the third simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system captured 64 channels of airframe acceleration, along with acceleration and load in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices, representing the pilot and co-pilot. Each test contained different airframe loading conditions and results show large differences in airframe performance. This paper presents test methods used to conduct the crash tests and will summarize the airframe results from the test series.

Littell, Justin D.↗
NASA NTRS1980

MOD-0A 200 kW wind turbine generator design and analysis report

The design, analysis, and initial performance of the MOD-OA 200 kW wind turbine generator at Clayton, NM is documented. The MOD-OA was designed and built to obtain operation and performance data and experience in utility environments. The project requirements, approach, system description, design requirements, design, analysis, system tests, installation, safety considerations, failure modes and effects analysis, data acquisition, and initial performance for the wind turbine are discussed. The design and analysis of the rotor, drive train, nacelle equipment, yaw drive mechanism and brake, tower, foundation, electricl system, and control systems are presented. The rotor includes the blades, hub, and pitch change mechanism. The drive train includes the low speed shaft, speed increaser, high speed shaft, and rotor brake. The electrical system includes the generator, switchgear, transformer, and utility connection. The control systems are the blade pitch, yaw, and generator control, and the safety system. Manual, automatic, and remote control are discussed. Systems analyses on dynamic loads and fatigue are presented.

Anderson, T. S.↗
NASA NTRS1980

The MOD-OA 200 kilowatt wind turbine generator design and analysis report

The project requirements, approach, system description, design requirements, design, analysis, system tests, installation safety considerations, failure modes and effects analysis, data acquisition, and initial performance for the MOD-OA 200 kw wind turbine generator are discussed. The components, the rotor, driven train, nacelle equipment, yaw drive mechanism and brake, tower, foundation, electrical system, and control systems are presented. The rotor includes the blades, hub and pitch change mechanism. The drive train includes the low speed shaft, speed increaser, high speed shaft, and rotor brake. The electrical system includes the generator, switchgear, transformer, and utility connection. The control systems are the blade pitch, yaw, and generator control, and the safety system. Manual, automatic, and remote control and Dynamic loads and fatigue are analyzed.

Andersen, T. S.↗
NASA NTRS2003

Performance of Swashplateless Ultralight Helicopter Rotor with Trailing-edge Flaps for Primary Flight Control

The objective of present study is to evaluate the rotor performance, trailing-edge deflections and actuation requirement of a helicopter rotor with trailing-edge flap system for primary flight control. The swashplateless design is implemented by modifying a two-bladed teetering rotor of an production ultralight helicopter through the use of plain flaps on the blades, and by replacing the pitch link to fixed system control system assembly with a root spring. A comprehensive rotorcraft analysis based on UMARC is carried out to obtain the results for both the swashplateless and a conventional baseline rotor configuration. The predictions show swashplateless configuration achieve superior performance than the conventional rotor attributed from reduction of parasite drag by eliminating swashplate mechanic system. It is indicated that optimal selection of blade pitch index angle, flap location, length, and chord ratio reduces flap deflections and actuation requirements, however, has virtually no effect on rotor performance.

Shen, Jin-Wei↗
NASA NTRS1991

Reusable Reentry Satellite (RRS) system design study. Phase B, appendix E: Attitude control system study

A study which consisted of a series of design analyses for an Attitude Control System (ACS) to be incorporated into the Re-usable Re-entry Satellite (RRS) was performed. The main thrust of the study was associated with defining the control laws and estimating the mass and power requirements of the ACS needed to meet the specified performance goals. The analyses concentrated on the different on-orbit control modes which start immediately after the separation of the RRS from the launch vehicle. The three distinct on-orbit modes considered for these analyses are as follows: (1) Mode 1 - A Gravity Gradient (GG) three-axis stabilized spacecraft with active magnetic control; (2) Mode 2 - A GG stabilized mode with a controlled yaw rotation rate ('rotisserie') using three-axis magnetic control and also incorporating a 10 N-m-s momentum wheel along the (Z) yaw axis; and (3) Mode 3 - A spin stabilized mode of operation with the spin about the pitch (Y) axis, incorporating a 20 N-m-s momentum wheel along the pitch (Y) axis and attitude control via thrusters. To investigate the capabilities of the different controllers in these various operational modes, a series of computer simulations and trade-off analyses have been made to evaluate the achievable performance levels, and the necessary mass and power requirements.

Source record↗
NASA NTRS1992

Exploratory investigation of a spanwise blowing concept for tip-stall control on cranked-arrow wings

A novel blowing concept aimed at controlling the tip-panel stall of 'cranked-arrow' type wings was experimentally investigated. A spanwise-directed jet sheet tangential to the upper surface, blown from a chordwise slot located at the crank, interacts obliquely with the external flow to generate a powerful and highly controllable vortex, substantially covering the tip panel. The incremental suction due to this jet vortex, coupled with its flow stabilization effect improves the tip-panel maximum lift and stall characteristics, leading to pitch-up alleviation and lateral control augmentation. Low-speed wind tunnel flow visualizations, pressure measurements and force/moment results are presented validating the flow-control concept and illustrating its potential on a generic crank-arrow wing model.

Rao, Dhanvada M.↗