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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 649 records · Page 36
All sourcesNASA NTRSDOE OSTI
NASA NTRS1994

Atmospheric Disturbance Environment Definition

Traditionally, the application of atmospheric disturbance data to airplane design problems has been the domain of the structures engineer. The primary concern in this case is the design of structural components sufficient to handle transient loads induced by the most severe atmospheric "gusts" that might be encountered. The concern has resulted in a considerable body of high altitude gust acceleration data obtained with VGH recorders (airplane velocity, V, vertical acceleration, G, altitude, H) on high-flying airplanes like the U-2 (Ehernberger and Love, 1975). However, the propulsion system designer is less concerned with the accelerations of the airplane than he is with the airflow entering the system's inlet. When the airplane encounters atmospheric turbulence it responds with transient fluctuations in pitch, yaw, and roll angles. These transients, together with fluctuations in the free-stream temperature and pressure will disrupt the total pressure, temperature, Mach number and angularity of the inlet flow. For the mixed compression inlet, the result is a disturbed throat Mach number and/or shock position, and in extreme cases an inlet unstart can occur (cf. Section 2.1). Interest in the effects of inlet unstart on the vehicle dynamics of large, supersonic airplanes is not new. Results published by NASA in 1962 of wind tunnel studies of the problem were used in support of the United States Supersonic Transport program (SST) (White, at aI, 1963). Such studies continued into the late 1970's. However, in spite of such interest, there never was developed an atmospheric disturbance database for inlet unstart analysis to compare with that available for the structures load analysis. Missing were data for the free-stream temperature and pressure disturbances that also contribute to the unStart problem.

Tank, William G.↗
NASA NTRS1956

The Dynamic Response of a Large Airplane to Continuous Random Atmospheric Disturbances

The statistical approach to the gust-loads problem, which consists in considering flight th1ough turbulent air to be a stationary random process, is extended by including the effect of lateral variations of the instantaneous gust intensity on the aerodynamic forces and on the resultant motions and stresses of rigid and flexible airplanes. By means of some calculations of normal and rolling accelerations, as well as of the root bending moment, it is shown that these effects may be significant for large airplanes.

Aeroplane↗
NASA NTRS2015

Face Sheet/Core Disbond Growth in Honeycomb Sandwich Panels Subjected to Ground-Air-Ground Pressurization and In-Plane Loading

Typical damage modes in light honeycomb sandwich structures include face sheet/core disbonding and core fracture, both of which can pose a threat to the structural integrity of a component. These damage modes are of particular interest to aviation certification authorities since several in-service occurrences, such as rudder structural failure and other control surface malfunctions, have been attributed to face sheet/core disbonding. Extensive studies have shown that face sheet/core disbonding and core fracture can lead to damage propagation caused by internal pressure changes in the core. The increasing use of composite sandwich construction in aircraft applications makes it vitally important to understand the effect of ground-air-ground (GAG) cycles and conditions such as maneuver and gust loads on face sheet/core disbonding. The objective of the present study was to use a fracture mechanics based approach developed earlier to evaluate the loading at the disbond front caused by ground-air-ground pressurization and in-plane loading. A honeycomb sandwich panel containing a circular disbond at one face sheet/core interface was modeled with three-dimensional (3D) solid finite elements. The disbond was modeled as a discrete discontinuity and the strain energy release rate along the disbond front was computed using the Virtual Crack Closure Technique (VCCT). Special attention was paid to the pressure-deformation coupling which can decrease the pressure load within the disbonded sandwich section significantly when the structure is highly deformed. The commercial finite element analysis software, Abaqus/Standard, was used for the analyses. The recursive pressure-deformation coupling problem was solved by representing the entrapped air in the honeycomb cells as filled cavities in Abaqus/Standard. The results show that disbond size, face sheet thickness and core thickness are important parameters that determine crack tip loading at the disbond front. Further, the pressure-deformation coupling was found to have an important load decreasing effect [6]. In this paper, a detailed problem description is provided first. Second, the analysis methodology is presented. The fracture mechanics approach used is described and the specifics of the finite element model, including the fluid-filled cavities, are introduced. Third, the initial model verification and validation are discussed. Fourth, the findings from a closely related earlier study [6] are summarized. These findings provided the basis for the current investigation. Fifth, an aircraft ascent scenario from 0 to 12192 m (0 to 40000 ft) is considered and the resulting crack tip loading at the disbond front is determined. In-plane loading to simulate maneuvers and gust conditions are also considered. Sixth, the results are shown for a curved panel, which was used to simulate potential fuselage applications. Finally, a brief summary of observations is presented and recommendations for improvement are provided.

Chen, Zhi M.↗
NASA NTRS2016

Measured Noise from Small Unmanned Aerial Vehicles

Proposed uses of small unmanned aerial vehicles (UAVs), including home package delivery, have the potential to expose large portions of communities to a new noise source. This paper discusses results of flyover noise measurements of four small UAVs, including an internal combustion-powered model airplane and three battery-powered multicopters. Basic noise characteristics of these vehicles are discussed, including spectral properties and sound level metrics such as sound pressure level, effective perceived noise level, and sound exposure level. The size and aerodynamic characteristics of the multicopters in particular make their flight path susceptible to atmospheric disturbances such as wind gusts. These gusts, coupled with a flight control system that varies rotor speed to maintain vehicle stability, create an unsteady acoustic signature. The spectral variations resulting from this unsteadiness are explored, in both hover and flyover conditions for the multicopters. The time varying noise, which differs from the relatively steady noise generated by large transport aircraft, may complicate the prediction of human annoyance using conventional sound level metrics.

Cabell, Randolph↗
NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗
NASA NTRS2020

Mode-Based Sensing and Actuation Techniques for Multi-Objective Flexible Aircraft Control

Intelligent sensing and actuation designs are explored as a means to improve performance of a gust load alleviation control design for a flexible wing aircraft equipped with wing-shaping control surfaces. The proposed techniques rely on identification of the dominant structural modes during specified flight conditions and uses them as a basis for sensor placement and actuator utilization. Specifically, a strategy for sensor placement is discussed that uses target mode shape capture as a mean to improve state estimation quality. A second strategy that reduces the number of wing-shaping control inputs using mode and objective-based shape functions as virtual input channels is also presented. Both techniques are demonstrated in simulation of a flexible wing transport aircraft utilizing a multi-objective control system designed to suppress flexible motion, minimize gust and maneuver load, and reduce drag.

Hashemi, Kelley E.↗
NASA NTRS2019

Gradient-Based Aeroservoelastic Optimization with Static Output Feedback

Static output feedback considers an optimal low-order feedback matrix which directly connects the sensors to the control inputs. This work demonstrates the numerical techniques needed to compute the analytical gradient of the optimal feedback matrix with respect to design variables, which may then be used for gradient-based optimization. The derivatives are demonstrated for aeroservoelastic optimization under a series of closed- loop gust load alleviation constraints, considering a continuous stochastic gust load applied to a transport vehicle configuration, among other design constraints such as utter and maneuver loads. The optimal trade-o s between passive load alleviation and active load alleviation for static output feedback are compared with those from full-state feedback, which may be considered an upper-bound for effective sensor-based control.

Stanford, Bret K.↗
NASA NTRSDate not supplied

Risk Assessment of Obstacle Collision for UAVs under off-nominal conditions

Enabling operations of unmanned aerial vehicles (UAVs) in low-altitude airspace, demands the need of robust risk monitoring framework for assessing the safety of airspace, ground-structures and people. As widespread applications emerge, the need of risk assessment becomes increasingly important for UAV flights beyond visual line-of-sight, especially subjected to off-nominal conditions introduced by component failures, degraded controllability or environmental disturbances such as wind gusts in an urban canyon. From a safety perspective, collision with obstacles can be detrimental not only to the vehicle and payload, but also to the structure and people on ground. Although it is safe to assume that approved UAVs would be equipped with collision avoidance systems, risk of collision which can be predicted for a flight trajectory even before the UAV encounters any obstacle is beneficial to resolve contingencies in its decision-making under off-nominal conditions. In this paper, a framework is presented for computing the risk of collision with obstacle based on a UAV's predicted trajectory, proximity to static and dynamic obstacles, sub-system state-of-health and external wind conditions. The conditional probability of trajectory deviation is generated using a Bayesian Belief Network (BBN) based on on-board sensor measurements. Further, a kinematic 3-DOF model is implemented to compute deviation in UAV's trajectory subjected to one case study of off-nominal condition i.e. wind gusts. Finally, the integrated risk factor is demonstrated on real data from experimental flights of an octocopter at NASA Langley Research Center, in presence of simulated obstacles and wind conditions. The proposed approach would enable risk-informed decision making process for timely mitigation of current and future unsafe events.

Portia Banerjee↗
NASA NTRSDate not supplied

Aeroservoelastic Control Law Development for the Integrated Adaptive Wing Technology Maturation Wind-Tunnel Test

The NASA Advanced Air Transport Technology (AATT) Project seeks to “explore and develop technologies and concepts for improved energy efficiency and environmental compatibility for fixed wing subsonic transports” [1]. The IAWTM project is a subproject within AATT and is a joint Boeing/NASA effort to, in part, demonstrate the active control systems necessary to employ high-aspect ratio wings for improved aerodynamic efficiency. The aircraft configuration under study for the IAWTM project is a generic jet transport based on the NASA Common Research Model (CRM) whose wing aspect ratio has been increased to 13.5 (as opposed to nominal CRM aspect ratio of 9) and whose development is given in Ref. [2]. A semi-span model of the high-aspect-ratio CRM with 10 trailing edge control surfaces is currently being fabricated and will be delivered to the NASA Langley Transonic Dynamics Tunnel (TDT). There, several tests will be conducted to demonstrate maneuver load alleviation (MLA), gust load alleviation (GLA), active flutter suppression (AFS), and drag reduction, all at transonic conditions. A layout of the wind tunnel model is shown in Fig. 1. The wind-tunnel model is a spar/pod wing design with a relatively rigid fuselage attached to a mounting structure (seen in Fig. 1), which in turn is attached to a load balance behind the tunnel wall. Shims exist that can be attached to force the load to go through the fuselage rather than through the balance so as not to damage the balance in the event of flutter. The spar/pod design is similar to that used in the Boeing truss-braced wing aeroelastic model tested in the TDT in 2013 [3]. There is a central spar running the span of the wing to which the pods are attached that form the aerodynamic shape of the wing. The pods are constructed of ribs for attachment to the spar and skins to create the outer mold line. There are ten active control surfaces that will be used for the test objectives discussed above. Three of these (two outboard ailerons and one inboard aileron) are high-speed electrohydraulic actuators, and the remaining seven are low-speed mini-plane flaps, which have slower servo motors that will be used primarily for drag and maneuver load reductions. Control laws must be developed for each test (MLA, GLA, AFS, and drag reduction) and must be able to work in tandem when two or more control strategies are being tested simultaneously (e.g., when control laws to mitigate maneuver loads and gust loads operate simultaneously). The development of these control laws requires accurate mathematical representations of the aerodynamics, structural dynamics, and control surface dynamics of the system. Taken together, this mathematical representation—which is often in state-space form— is the ASE model. Three low-order ASE models of differing fidelities were developed for the IAWTM test and will be presented here. The differences in fidelity appeared in the aerodynamic modeling—one model assumed purely linear aerodynamics, while the other two models used different techniques to linearize the aerodynamics about a nonlinear mean. Furthermore, simple observer-based full-state feedback controllers for each test (MLA, GLA, AFS, and drag reduction) were designed from these low-order ASE models and implemented in a higher-order, nonlinear computational ASE simulation to assess the effectiveness of each controller. Observers were designed from each of the three lower-order ASE models, and each (linear) observer was then used as an estimate of the nonlinear dynamics of the system. Using the estimated states and the full-state feedback controller, control surface commands were fed back to the higher-order, nonlinear ASE system. The insight gained during this development will be applied to control law development for the physical IAWTM wind-tunnel test.

Josiah M Waite↗
NASA NTRSDate not supplied

Risk Assessment of Obstacle Collision for UAVs under Off-nominal Conditions

Enabling operations of unmanned aerial vehicles (UAVs) in low-altitude airspace demands the need of robust risk monitoring framework for assessing the safety of airspace, ground structures and people. As widespread applications emerge, the need of risk assessment becomes increasingly important for UAV flights beyond visual line-of-sight, especially subjected to off-nominal conditions introduced by component failures, degraded controllability or environmental disturbances such as wind gusts in an urban canyon. From a safety perspective, collision with obstacles can be detrimental not only to the vehicle and payload, but also to the structure and people on ground. Although it is safe to assume that approved UAVs would be equipped with collision avoidance systems, risk of collision which can be predicted for a flight trajectory even before the UAV encounters any obstacle is beneficial to resolve contingencies in its decision-making under off-nominal conditions. In this paper, a framework is presented for computing the risk of collision with obstacle based on a UAV’s predicted trajectory, proximity to static and dynamic obstacles, sub-system state-of-health and external wind conditions. The conditional probability of trajectory deviation is generated using a Bayesian Belief Network (BBN) based on on-board sensor measurements. Further, a kinematic 3-DOF model is implemented to compute deviation in UAV’s trajectory subjected to one case study of off-nominal condition i.e. wind gusts. Finally, the integrated risk factor is demonstrated on real data from experimental flights of an octocopter at NASA Langley Research Center, in presence of simulated obstacles and wind conditions. The proposed approach would enable risk-informed decision making process for timely mitigation of current and future unsafe events.

Bayesian network↗
NASA NTRS2022

The Dynamic Atmospheric and Aeolian Environment of Jezero Crater, Mars

Despite the importance of sand and dust to Mars geomorphology, weather, and exploration, the processes that move sand and that raise dust to maintain Mars’s ubiquitous dust haze have not been well quantified in situ, with missions lacking either thenecessary sensors and/or a sufficiently active aeolian environment. Perseverance rover’s novel environmental sensors and Jezero crater’s dusty environment remedy this. In Perseverance’s first 216 sols, four convective vortices raised dust locally, while on average four passed the rover daily, over 25% of which were significantly dusty (‘dust devils’). More rarely, dust lifting by non-vortex wind gusts was produced by daytime convection cells advected over the crater by strong upslope winds, which also control aeolian surface features. One such event covered ten times more area than the largest dust devil, suggesting dust devils and wind gusts could raise equal dust.

Claire E Newman↗
DOE OSTI2015

Effective Buoyancy, Inertial Pressure, and the Mechanical Generation of Boundary Layer Mass Flux by Cold Pools

The Davies-Jones formulation of effective buoyancy is used to define inertial and buoyant components of vertical force and to develop an intuition for these components by considering simple cases. This decomposition is applied to the triggering of new boundary layer mass flux by cold pools in a cloud-resolving simulation of radiative-convective equilibrium (RCE). The triggering is found to be dominated by inertial forces, and this is explained by estimating the ratio of the inertial forcing to the buoyancy forcing, which scales as H/h, where H is the characteristic height of the initial downdraft and h is the characteristic height of the mature cold pool's gust front. In a simulation of the transition from shallow to deep convection, the buoyancy forcing plays a dominant role in triggering mass flux in the shallow regime, but the force balance tips in favor of inertial forcing just as precipitation sets in, consistent with the RCE results.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

aafgust1hz.a1

ARM aaf gust at 1 hz sample rate

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

aafgust10hz.a1

AAF gust probe data at 10 Hz sample rate

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

aafgust200.a1

AAF gust probe data at 200 Hz sample rate

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

aafgust100hz.a1

AAF gust probe measurements at 100 Hz sample rate

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2026

Statistical Correlation of Heliostat Pointing Deviation With Wind

This work was carried out as part of the Heliostat Consortium (HelioCon) Field Deployment subtask with the aim to develop a reduced order model framework for correlating wind speed and pointing deviation of a heliostat facet. There are only sparse field measurements of heliostat pointing deviations and accompanying wind conditions published in the literature. Heliostat test standards, such as IEC 62862-4-3, propose a suite of tests including laser pointing repeatability at wind speeds below 4 m/s, and provide technical requirements for heliostat slope and tracking deviations in coarse average wind speed bins of 4 m/s, 6 m/s, and 8 m/s. In addressing the gap of the variation of heliostat pointing deviation with wind speed, field measurements of laser pointing on a grid target and wind conditions were analyzed in this study at the Third-Party Metrology Platform at the National Laboratory of the Rockies (NLR) Flatirons Campus. Horizontal pointing deviations were found to follow a logarithmic relationship with peak wind speed, whereas vertical pointing deviations follow an exponential relationship with peak wind speed. Both horizontal and vertical pointing deviations also follow a second order polynomial relationship, as expected from the proportionality of elastic loads and deformations with the square of wind speed. The results indicate that heliostat facet pointing deviations in the vertical direction increase at a faster rate than in the horizontal direction with increasing wind speed over the tested range, however these are dependent on the heliostat structural design. Next steps are recommended for additional field measurements to confirm a linear relationship of pointing deviation with applied moment on a heliostat facet, and to distinguish between gravity-induced and wind-induced pointing deviations at different elevation angles. The derived correlations in the preliminary analysis in this report serve as a case study for heliostat developers and plant operators to estimate the wind-induced pointing deviations and their variation with peak gust wind speed. Next steps in future work would recommend higher resolution and longer duration datasets for different elevation angles and wind directions to reduce uncertainties and variance of collected laser beam spot data and their correlations with bin-averaged wind speed.

17 WIND ENERGY↗