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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS2014

Passive Resonant Bidirectional Converter with Galvanic Barrier

A passive resonant bidirectional converter system that transports energy across a galvanic barrier includes a converter using at least first and second converter sections, each section including a pair of transfer terminals, a center tapped winding; a chopper circuit interconnected between the center tapped winding and one of the transfer terminals; an inductance feed winding interconnected between the other of the transfer terminals and the center tap and a resonant tank circuit including at least the inductance of the center tap winding and the parasitic capacitance of the chopper circuit for operating the converter section at resonance; the center tapped windings of the first and second converter sections being disposed on a first common winding core and the inductance feed windings of the first and second converter sections being disposed on a second common winding core for automatically synchronizing the resonant oscillation of the first and second converter sections and transferring energy between the converter sections until the voltage across the pairs of transfer terminals achieves the turns ratio of the center tapped windings.

Rosenblad, Nathan S.↗
NASA NTRS1999

Benefit Estimates of Terminal Area Productivity Program Technologies

This report documents benefit analyses for the NASA Terminal Area Technology (TAP) technology programs. Benefits are based on reductions in arrival delays at ten major airports over the 10 years from 2006 through 2015. Detailed analytic airport capacity and delay models were constructed to produce the estimates. The goal of TAP is enable good weather operations tempos in all weather conditions. The TAP program includes technologies to measure and predict runway occupancy times, reduce runway occupancy times in bad weather, accurately predict wake vortex hazards, and couple controller automation with aircraft flight management systems. The report presents and discusses the estimate results and describes the models. Three appendixes document the model algorithms and discuss the input parameters selected for the TAP technologies. The fourth appendix is the user's guide for the models. The results indicate that the combined benefits for all TAP technologies at all 10 airports range from $550 to $650 million per year (in constant 1997 dollars). Additional benefits will accrue from reductions in departure delays. Departure delay benefits are calculated by the current models.

Hemm, Robert↗
NASA NTRS2012

Focal Plane Alignment Utilizing Optical CMM

In many applications, an optical detector has to be located relative to mechanical reference points. One solution is to specify stringent requirements on (1) mounting the optical detector relative to the chip carrier, (2) soldering the chip carrier onto the printed circuit board (PCB), and (3) installing the PCB to the mechanical structure of the subsystem. Figure 1 shows a sketch of an optical detector mounted relative to mechanical reference with high positional accuracy. The optical detector is typically a fragile wafer that cannot be physically touched by any measurement tool. An optical coordinate measuring machine (CMM) can be used to position optical detectors relative to mechanical reference points. This approach will eliminate all requirements on positional tolerances. The only requirement is that the PCB is manufactured with oversized holes. An exaggerated sketch of this situation is shown in Figure 2. The sketch shows very loose tolerances on mounting the optical detector in the chip carrier, loose tolerance on soldering the chip carrier to the PCB, and finally large tolerance on where the mounting screws are located. The PCB is held with large screws and oversized holes. The PCB is mounted loosely so it can move freely around. The optical CMM measures the mechanical reference points. Based on these measurements, the required positions of the optical detector corners can be calculated. The optical CMM is commanded to go to the position where one detector corner is supposed to be. This is indicated with the cross-hairs in Figure 2(a). This figure is representative of the image of the optical CMM monitor. Using a suitable tapping tool, the PCB is manually tapped around until the corner of the optical detector is at the crosshairs of the optical CMM. The CMM is commanded to another corner, and the process is repeated a number of times until all corners of the optical detector are within a distance of 10 to 30 microns of the required position. The situation is sketched in Figure 2(b) (the figure also shows the tapping tool and where to tap). At this point the fasteners for the PCB are torqued slightly so the PCB can still move. The PCB location is adjusted again with the tapping tool. This process is repeated 3 to 4 times until the final torque is achieved. The oversized mounting holes are then filled with a liquid bonding agent to secure the board in position (not shown in the sketch). A 10- to 30-micron mounting accuracy has been achieved utilizing this method..

Liebe, Carl Christian↗
NASA NTRS2013

Pressure-Sensitive Paints Advance Rotorcraft Design Testing

The rotors of certain helicopters can spin at speeds as high as 500 revolutions per minute. As the blades slice through the air, they flex, moving into the wind and back out, experiencing pressure changes on the order of thousands of times a second and even higher. All of this makes acquiring a true understanding of rotorcraft aerodynamics a difficult task. A traditional means of acquiring aerodynamic data is to conduct wind tunnel tests using a vehicle model outfitted with pressure taps and other sensors. These sensors add significant costs to wind tunnel testing while only providing measurements at discrete locations on the model's surface. In addition, standard sensor solutions do not work for pulling data from a rotor in motion. "Typical static pressure instrumentation can't handle that," explains Neal Watkins, electronics engineer in Langley Research Center s Advanced Sensing and Optical Measurement Branch. "There are dynamic pressure taps, but your costs go up by a factor of five to ten if you use those. In addition, recovery of the pressure tap readings is accomplished through slip rings, which allow only a limited amount of sensors and can require significant maintenance throughout a typical rotor test." One alternative to sensor-based wind tunnel testing is pressure sensitive paint (PSP). A coating of a specialized paint containing luminescent material is applied to the model. When exposed to an LED or laser light source, the material glows. The glowing material tends to be reactive to oxygen, explains Watkins, which causes the glow to diminish. The more oxygen that is present (or the more air present, since oxygen exists in a fixed proportion in air), the less the painted surface glows. Imaged with a camera, the areas experiencing greater air pressure show up darker than areas of less pressure. "The paint allows for a global pressure map as opposed to specific points," says Watkins. With PSP, each pixel recorded by the camera becomes an optical pressure tap. "Instead of having 100 or 200 pressure taps, you can have in theory several million, up to whatever the resolution of your camera is." Watkins explains that typical wind tunnel testing requires two models: one with very little instrumentation, and a pressure model with a significant amount of sensors applied. "If you can make all of your measurements on one model with PSP, you've decreased your model costs by at least a factor of two and preferably your testing costs by about that much," he says. PSP technology has been around for almost 20 years, but a PSP solution for gathering instantaneous dynamic pressure data from surfaces moving at high speeds, such as rotor blades, was not available until a NASA partnership led to a game-changing innovation.

Source record↗
NASA NTRS2019

Simulation and Flight Test Environments for the TASAR Traffic Aware Planner

The Traffic Aware Planner (TAP) software is a flight deck decision support tool that enhances the flight crew’s ability to make flight-optimizing route change requests while airborne. The software provides conflict-free, optimized trajectory suggestions during en route flight to produce time- and fuel-savings compared to the current trajectory. The TAP software requires evaluation in an operational environment with real pilot users to validate projected benefits. To this end, a set of developmental test environments have been developed to mature the software and mitigate technical risk prior to entering operational evaluation. The unique attributes of each test environment were leveraged to provide a range of purpose- and case-dependent TAP software tests. This paper describes the elements of a testing environment, discusses several environments of varying fidelity used to test the TAP software, and provides a review of two case studies highlighting the vital role testing played in the TAP software development process.

Barney, Terique L.↗
NASA NTRS1985

On marching to two different drummers - Perceptual aspects of the difficulties

Three experiments which reveal that the difficulties involved in processing conflicting rhythms occur when monitoring a stimuli and indicating termination of one rhythmic sequence or tapping with one hand are described. The relation between perceiving and acting in temporal tapping tasks is studied. The effects of varying temporal compatibility on perceptual monitoring and one-hand tapping are examined. It is observed that the difficulty of two-handed tapping to polyrhythms with two different tones decreases as pitch differences between tones decrease, and the difficulty of rhythmic coordination can be perceptually controlled. It is noted that the evaluation of polyrhythmic performance provides a useful means of examining the interactions of perceptual and motor organizations.

Klapp, S. T.↗
NASA NTRS1988

Experiences in extraction of contact parameters from process-evaluation test-structures

Six-terminal-contact test structures are introduced for characterizing ohmic contacts between a metal and a heavily doped semiconductor layer. Specifically, the six-terminal test structure supplies the additional information needed in order to calculate the transmission length and eventual corrections to the characteristic resistance per unit width due to finite contact length. The essential feature of this test structure is a square contact with four taps in the lower (semiconductor) layer. Every other one of these taps is used for current injection ('front'). From the voltage drop at the opposite tap and the side taps, the 'end' resistance and the 'side' resistances are calculated. The test structures are shown to give valuable information complementary to the common front resistance measurements. The interfacial resistivity is obtained directly after proper correction for flange effects.

Lieneweg, Udo↗
NASA NTRS1996

Application of the pressure sensitive paint technique to steady and unsteady flow

Pressure sensitive paint is a newly-developed optical measurement technique with which one can get a continuous pressure distribution in much shorter time and lower cost than a conventional pressure tap measurement. However, most of the current pressure sensitive paint applications are restricted to steady pressure measurement at high speeds because of the small signal-to-noise ratio at low speed and a slow response to pressure changes. In the present study, three phases of work have been completed to extend the application of the pressure sensitive paint technique to low-speed testing and to investigate the applicability of the paint technique to unsteady flow. First the measurement system using a commercially available PtOEP/GP-197 pressure sensitive paint was established and applied to impinging jet measurements. An in-situ calibration using only five pressure tap data points was applied and the results showed good repeatability and good agreement with conventional pressure tap measurements on the whole painted area. The overall measurement accuracy in these experiments was found to be within 0.1 psi. The pressure sensitive paint technique was then applied to low-speed wind tunnel tests using a 60 deg delta wing model with leading edge blowing slots. The technical problems encountered in low-speed testing were resolved by using a high grade CCD camera and applying corrections to improve the measurement accuracy. Even at 35 m/s, the paint data not only agreed well with conventional pressure tap measurements but also clearly showed the suction region generated by the leading edge vortices. The vortex breakdown was also detected at alpha=30 deg. It was found that a pressure difference of 0.2 psi was required for a quantitative pressure measurement in this experiment and that temperature control or a parallel temperature measurement is necessary if thermal uniformity does not hold on the model. Finally, the pressure sensitive paint was applied to a periodically changing pressure field with a 12.8s time period. A simple first-order pole model was applied to deal with the phase lag of the paint. The unsteady pressure estimated from the time-changing pressure sensitive paint data agreed well with the pressure transducer data in regions of higher pressure and showed the possibility of extending the technique to unsteady pressure measurements. However, the model still needs further refinement based on the physics of the oxygen diffusion into the paint layer and the oxygen quenching on the paint luminescence.

Shimbo, Y.↗
NASA NTRS1999

Small Engine Technology (SET) - Task 14 Axisymmetric Engine Simulation Environment

As part of the NPSS (Numerical Propulsion Simulation System) project, NASA Lewis has a goal of developing an U.S. industry standard for an axisymmetric engine simulation environment. In this program, AlliedSignal Engines (AE) contributed to this goal by evaluating the ENG20 software and developing support tools. ENG20 is a NASA developed axisymmetric engine simulation tool. The project was divided into six subtasks which are summarized below: Evaluate the capabilities of the ENG20 code using an existing test case to see how this procedure can capture the component interactions for a full engine. Link AE's compressor and turbine axisymmetric streamline curvature codes (UD0300M and TAPS) with ENG20, which will provide the necessary boundary conditions for an ENG20 engine simulation. Evaluate GE's Global Data System (GDS), attempt to use GDS to do the linking of codes described in Subtask 2 above. Use a turbofan engine test case to evaluate various aspects of the system, including the linkage of UD0300M and TAPS with ENG20 and the GE data storage system. Also, compare the solution results with cycle deck results, axisymmetric solutions (UD0300M and TAPS), and test data to determine the accuracy of the solution. Evaluate the order of accuracy and the convergence time for the solution. Provide a monthly status report and a final formal report documenting AE's evaluation of ENG20. Provide the developed interfaces that link UD0300M and TAPS with ENG20, to NASA. The interface that links UD0300M with ENG20 will be compatible with the industr,, version of UD0300M.

Miller, Max J.↗
NASA NTRS2015

Systems Engineering Management Plan NASA Traffic Aware Planner Integration Into P-180 Airborne Test-Bed

NASA's Traffic Aware Planner (TAP) is a cockpit decision support tool that provides aircrew with vertical and lateral flight-path optimizations with the intent of achieving significant fuel and time savings, while automatically avoiding traffic, weather, and restricted airspace conflicts. A key step towards the maturation and deployment of TAP concerned its operational evaluation in a representative flight environment. This Systems Engineering Management Plan (SEMP) addresses the test-vehicle design, systems integration, and flight-test planning for the first TAP operational flight evaluations, which were successfully completed in November 2013. The trial outcomes are documented in the Traffic Aware Planner (TAP) flight evaluation paper presented at the 14th AIAA Aviation Technology, Integration, and Operations Conference, Atlanta, GA. (AIAA-2014-2166, Maris, J. M., Haynes, M. A., Wing, D. J., Burke, K. A., Henderson, J., & Woods, S. E., 2014).

Maris, John↗
NASA NTRS2017

Brain Activations for Vestibular Stimulation and Dual Tasking Change with Spaceflight

Previous studies have documented the effects of spaceflight on human physiology and behavior, including muscle mass, cardiovascular function, gait, balance, manual motor control, and cognitive performance. An understanding of spaceflight-related changes provides important information about human adaptive plasticity and facilitates future space travel. In the current study, we evaluated how brain activations associated with vestibular stimulation and dual tasking change as a function of spaceflight. Five crewmembers were included in this study. The durations of their spaceflight missions ranged from 3 months to 7 months. All of them completed at least two preflight assessments and at least one postflight assessment. The preflight sessions occurred, on average, about 198 days and 51 days before launch; the first postflight sessions were scheduled 5 days after return. Functional MRI was acquired during vestibular stimulation and dual tasking, at each session. Vestibular stimulation was administered via skull taps delivered by a pneumatic tactile pulse system placed over the lateral cheekbones. The magnitude of brain activations for vestibular stimulation increased with spaceflight relative to the preflight levels, in frontal areas and the precuneus. In addition, longer flight duration was associated with greater preflight-to-postflight increases in vestibular activation in frontal regions. Functional MRI for finger tapping was acquired during both single-task (finger tapping only) and dual-task (simultaneously performing finger tapping and a secondary counting task) conditions. Preflight-to-post-spaceflight decreases in brain activations for dual tasking were observed in the right postcentral cortex. An association between flight duration and amplitude of flight-related change in activations for dual tasking was observed in the parietal cortex. The spaceflight-related increase in vestibular brain activations suggests that after a long-term spaceflight, more neural resources are required to process vestibular input.

Yuan, Peng↗
NASA NTRS2019

Weather Design Considerations for the TASAR Traffic Aware Planner

The Traffic Aware Planner (TAP) is a decision support automation tool for trajectory planning and optimization intended for use on today’s flight deck. Drawing from a variety of on- and off-board data sources, TAP employs a sophisticated trajectory optimization algorithm that provides the aircrew with fuel- and time-saving reroute recommendations that are free of known conflicts with traffic, special use airspace, and severe convective weather. As this kind of weather is a significant part of the pilot’s decision-making process while planning trajectory changes en route, a series of investigations has been conducted into the integration of weather data and associated functionality into the TAP software. This paper reviews the weather data sources and functionality that have been incorporated into TAP to date, along with experience gathered in the course of the design process.

Lewis, Timothy A.↗
NASA NTRS2020

Calibration of the 11x11-Foot Transonic Wind Tunnel at NASA Ames Research Center

A static pipe calibration characterizing the streamwise static pressure distribution was conducted at the 11-By 11-Foot Transonic Wind Tunnel at NASA Ames Research Center. This data is used to determine the local Mach number within the test section and evaluate buoyancy corrections to axial force measurements. The 60 foot long, 6 inch diameter pipe contained 444 static pressure taps spanning the test section and nozzle regions of the tunnel. The forward end of the pipe extends into the settling chamber and is held by four cables mounting to the tunnel shell, and the aft end is fixed on the institutional model support system. A hydraulic cylinder at the aft end of the pipe provides tension on the system to reduce vibration and to keep the pipe as level as possible throughout the test section. The previous calibration was improved upon by using pressure scanners with greater accuracy, ensuring a uniform pressure tube length for each tap to control pneumatic lag, optically tracking any streamwise movement of the pipe, and more tightly controlling the tunnel condition set points. Typically this calibration is conducted with the pipe on tunnel centerline and 33 inches below centerline for sting-mounted models and semi-span (i.e. floor-mounted) models respectively, however schedule demands permitted only the centerline calibration. The semi-span calibration is planned to be completed in the summer of 2020. Immediately following the static pipe calibration, a shorter, 9 foot static pipe used as the calibration check standard was installed to obtain its first post-calibration pressure dataset. This short static pipe consists of 148 static pressure taps distributed along the pipe section and one total pressure tap at the end of an ogive nose. Performing the calibration test and its check standard back-to-back allows this dataset to establish a reliable baseline for future calibration check standard testing. Over time the use of a calibration check standard offers the ability to assess the stability of the calibration through statistical process control in an efficient and costeffective manner, thereby potentially increasing the time required between full tunnel calibrations.

White, Bethany↗
NASA NTRS1974

A fast-initializing digital equalizer with on-line tracking for data communications

A theory is developed for a digital equalizer for use in reducing intersymbol interference (ISI) on high speed data communications channels. The equalizer is initialized with a single isolated transmitter pulse, provided the signal-to-noise ratio (SNR) is not unusually low, then switches to a decision directed, on-line mode of operation that allows tracking of channel variations. Conditions for optimal tap-gain settings are obtained first for a transversal equalizer structure by using a mean squared error (MSE) criterion, a first order gradient algorithm to determine the adjustable equalizer tap-gains, and a sequence of isolated initializing pulses. Since the rate of tap-gain convergence depends on the eigenvalues of a channel output correlation matrix, convergence can be improved by making a linear transformation on to obtain a new correlation matrix.

Houts, R. C.↗
NASA NTRS1979

A maximum likelihood convolutional decoder model vs experimental data comparison

This article describes the comparison of a maximum likelihood convolutional decoder (MCD) prediction model and the actual performance of the MCD at the Madrid Deep Space Station. The MCD prediction model is used to develop a subroutine that has been utilized by the Telemetry Analysis Program (TAP) to compute the MCD bit error rate for a given signal-to-noise ratio. The results indicate that that the TAP can predict quite well compared to the experimental measurements. An optimal modulation index also can be found through TAP.

Chen, R. Y.↗
NASA NTRS1979

System for automatically switching transformer coupled lines

A system is presented for automatically controlling transformer coupled alternating current electric lines. The secondary winding of each transformer is provided with a center tap. A switching circuit is connected to the center taps of a pair of secondary windings and includes a switch controller. An impedance is connected between the center taps of the opposite pair of secondary windings. The switching circuit has continuity when the AC lines are continuous and discontinuity with any disconnect of the AC lines. Normally open switching means are provided in at least one AC line. The switch controller automatically opens the switching means when the AC lines become separated.

Dwinell, W. S.↗
NASA NTRS1980

Active notch filter network with variable notch depth, width and frequency

An active notch filter having independently adjustable notch frequency, width, and depth is provided by three equal capacitors connected in series with an operational amplifier (connected in a voltage follower configuration), a potentiometer across the series connected capacitors for notch depth adjustment, and a potentiometer (for notch frequency connected across the center capacitor); with its tap connected to receive a voltage feedback signal from a variable voltage divider comprised of another potentiometer for notch width. Adjusting the voltage dividing potentiometer will independently set the notch width, and adjusting the tap on the potentiometer across the center capacitor will independently adjust the notch frequency of the filter. A second operational amplifier connected in a voltage follower configuration may be used to connect the voltage divider output to the adjustable tap of the potentiometer across the center capacitor.

Black, J. M.↗
NASA NTRS1981

A program to evaluate a control system based on feedback of aerodynamic pressure differentials. Part 2: Data report for phase 1 wind tunnel test

Wind tunnel test data are presented. The purpose of the test was to determine the sensor location for sensitivity to flap deflection and to determine the range required of the sensor. The calculations followed to correct the raw pressure measurements, the corrected measurements, which represent the static pressures along the airfoil surface, and the static pressures tabulated and in coefficient form are described. However, the chordwise locations of the upper and lower surface taps do not coincide. An interpolation routine is performed to find the lower surface pressure coefficients at the upper surface tap locations. The difference, C sub P(lower) - C sub P(upper), is calculated and listed and the data are reorganized with respect to each tap location. A numerical regression performed to quantify the slopes of the graphs allows more accurate comparison of sensitivity and linearity.

Hrabak, R. R.↗