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At least 721 records · Page 40
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

High-Level Synthesis of Parallel Specifications Coupling Static and Dynamic Controllers

The increased need for efficient ways to implement domain-specific accelerators is driving design methodologies towards the use of abstractions higher than the Register Transfer Level (RTL). In this scenario, High Level Synthesis (HLS) plays a significant role by enabling the automatic generation of custom hardware accelerators starting from high level descriptions (e.g., C code). Conventional HLS tools exploit parallelism mostly at the Instruction Level (ILP). They statically schedule the input specifications, and build centralized Finite State Machine (FSM) controllers. However, aggressive exploitation of ILP in many applications has diminishing returns and, usually, centralized approaches do not efficiently exploit coarser parallelism because FSMs are inherently serial. In this paper we present a HLS framework able to synthesize applications that, beside ILP, also expose Task Level Parallelism (TLP). An application can expose TLP through annotations that identify the parallel functions (i.e., tasks). To generate accelerators that efficiently execute concur- rent tasks, we need to solve several issues: devise a mechanism to support concurrent execution flows, exploit memory parallelism, and manage synchronization. To support concurrent execution flows, we introduce a novel adaptive controller. The adaptive controller is composed of a set of interacting control elements that independently manage the execution of a single operation or function call. These control elements check dependencies and resource constraints at runtime, enabling as soon as possible execution. To support parallel access to shared memories and synchronization, we introduce a novel Hierarchical Memory Interface (HMI). With respect to previous solutions, the proposed interface supports multi-ported memories and atomic memory operations, which commonly occur in parallel programming. Our framework can generate the hardware implementation of C functions by employing two different approaches, depending on its characteristics. If a function exposes TLP, then the framework generates hardware implementations based on the adaptive controller. Otherwise, the framework implements the function by exploiting a more conventional FSM approach, which is optimized for ILP exploitation. We evaluate our framework on a set of parallel applications, and show substantial performance improvements (average speedup of 4.7) with limited area over- heads (average area increase of 5.48 times).

Castellana, Vito G.↗
DOE OSTI2021

High-Level Synthesis of Parallel Specifications Coupling Static and Dynamic Controllers

The increased need for efficient ways to implement domain-specific accelerators is driving design methodologies towards the use of abstractions higher than the Register Transfer Level (RTL). In this scenario, High Level Synthesis (HLS) plays a significant role by enabling the automatic generation of custom hardware accelerators starting from high level descriptions (e.g., C code). Conventional HLS tools exploit parallelism mostly at the Instruction Level (ILP). They statically schedule the input specifications, and build centralized Finite State Machine (FSM) controllers. However, aggressive exploitation of ILP in many applications has diminishing returns and, usually, centralized approaches do not efficiently exploit coarser parallelism because FSMs are inherently serial. In this paper we present a HLS framework able to synthesize applications that, beside ILP, also expose Task Level Parallelism (TLP). An application can expose TLP through annotations that identify the parallel functions (i.e., tasks). To generate accelerators that efficiently execute concur- rent tasks, we need to solve several issues: devise a mechanism to support concurrent execution flows, exploit memory parallelism, and manage synchronization. To support concurrent execution flows, we introduce a novel adaptive controller. The adaptive controller is composed of a set of interacting control elements that independently manage the execution of a single operation or function call. These control elements check dependencies and resource constraints at runtime, enabling as soon as possible execution. To support parallel access to shared memories and synchronization, we introduce a novel Hierarchical Memory Interface (HMI). With respect to previous solutions, the proposed interface supports multi-ported memories and atomic memory operations, which commonly occur in parallel programming. Our framework can generate the hardware implementation of C functions by employing two different approaches, depending on its characteristics. If a function exposes TLP, then the framework generates hardware implementations based on the adaptive controller. Otherwise, the framework implements the function by exploiting a more conventional FSM approach, which is optimized for ILP exploitation. We evaluate our framework on a set of parallel applications, and show substantial performance improvements (average speedup of 4.7) with limited area over- heads (average area increase of 5.48 times).

Castellana, Vito G.↗
NASA NTRS1990

Free-floating experiments in orbiter and space station

Manned spacecraft will never be free of acceleration perturbations due to necessary motions of crewmembers. However, in most cases, the perturbations can be minimized or even isolated from sensitive experiments when required. The principal disturbances and methods of isolation are described. As the crew moves about the spacecraft, no external forces are applied and the average acceleration remains near zero. External force will be exerted when jets are fired for spacecraft attitude control or translation, and these must be transferred to the microgravity experiments. Transitory acceleration and vibration are produced by crew and equipment. The most significant on Orbiter have been wall push-offs used for body translation within the spacecraft, the exercise conducted on a treadmill within the middeck area, closing doors of stowage compartments and the vibration of some machinery, such as a sample centrifuge. For short periods of perhaps a few minutes, crew and equipment motion can be largely inhibited, but not for much longer intervals. It may be necessary to mount especially sensitive experiments on an isolation table, which can greatly reduce the acceleration transferred to the experiment. Either weak mechanical springs or, even better, a computer-controlled electromagnetic suspension can be used to effectively insulate the table from vibration at frequencies above about 0.01 Hz. Another option is to free-float an experiment table within the spacecraft. All of the above-mentioned perturbations can be eliminated for some minutes if the entire experiment package is allowed to free-float within the spacecraft until a wall contact is made. Package acceleration levels should be maintainable below 10(exp -8) g sub o in this way.

Garriott, Owen K.↗
NASA NTRS1985

Total energy based flight control system

An integrated aircraft longitudinal flight control system uses a generalized thrust and elevator command computation (38), which accepts flight path angle, longitudinal acceleration command signals, along with associated feedback signals, to form energy rate error (20) and energy rate distribution error (18) signals. The engine thrust command is developed (22) as a function of the energy rate distribution error and the elevator position command is developed (26) as a function of the energy distribution error. For any vertical flight path and speed mode the outerloop errors are normalized (30, 34) to produce flight path angle and longitudinal acceleration commands. The system provides decoupled flight path and speed control for all control modes previously provided by the longitudinal autopilot, autothrottle and flight management systems.

Lambregts, Antonius A.↗
NASA NTRS1993

Robust stability of second-order systems

This report presents a robust control design using strictly positive realness for second-order dynamic systems. The robust strictly positive real controller allows the system to be stabilized with only acceleration measurements. An important property of this design is that stabilization of the system is independent of the system parameters. The control design connects a virtual system to the given plant. The combined system is positive real regardless of system parameter uncertainty. Then any strictly positive real controllers can be used to achieve robust stability. A spring-mass system example and its computer simulations are presented to demonstrate this controller design.

Chuang, C. H.↗
NASA NTRS1993

Robust control of hypersonic vehicles considering propulsive and aeroelastic effects

The influence of propulsion system variations and elastic fuselage behavior on the flight control system of an airbreathing hypersonic vehicle is investigated. Thrust vector magnitude and direction changes due to angle of attack variations affect the pitching moment. Low structural vibration frequencies may occur close to the rigid body modes influencing the angle of attack and lead to possible cross coupling. These effects are modeled as uncertainties in the context of a robust control study of a hypersonic vehicle model accelerating through Mach 8 using H-infinity and mu synthesis techniques. Various levels of uncertainty are introduced into the system. Both individual and simultaneous appearance of uncertainty are considered. The results indicate that the chosen design technique is suitable for this kind of problem provided that a fairly good knowledge of the effects mentioned above is available. The order of the designed controller is reduced but robust performance is lost which shows the need for fixed order design techniques.

Buschek, Harald↗
DOE OSTI2022

Cold Climate Integrated Heat Pump

This paper introduces development of a residential air-source integrated heat pump for cold climates (CCIHP). The heat pump is multi-functional to meet all the home comfort demands, including space cooling, space heating, domestic water heating and energy storage. The CCIHP is an ideal solution to decarbonize northern homes via providing efficient space heating and water heating to replace natural gas. It uses a three-stage compressor and a single set of heat exchangers and valves to deliver all the functions, and thus achieve cost reduction. We developed an innovative system configuration and related controls to solve typical charge unbalance in heat pumps, accelerate charge migration and smoothen mode transition in integrated heat pumps. Laboratory investigations were conducted for individual modes and verified the control functions. Laboratory tests demonstrated that the unit delivered outstanding performance. It achieved 17.0 SEER (seasonal cooling energy efficiency rating) and 11.0 HSPF (heating seasonal performance factor). In the most efficient mode (combined space cooling and water heating mode), the unit reached a total energy efficiency of 35.0 EER and required only 25 minutes to heat a 50-gallon tank of water. The CCIHP can heat 1.7 GPM water from 58 to 125°F in a direct flow-through, when the ambient temperature is above 47°F. In a dedicated water heating mode using outdoor air source, the heat pump operated down to 17°F, achieving a COP > 2.6, and heated 50-gallon water within 1 hour.

Shen, Bo↗
DOE OSTI2025

Extended State Observer-Based Robust Model Predictive Velocity Control for Permanent Magnet Synchronous Motor

This article proposes an extended state observer based robust model predictive velocity control to decrease system prediction error under parameter uncertainties for permanent magnet synchronous motor (PMSM). We develop a new PMSM model that consists of velocity and acceleration to lump the system information and an external disturbance into a disturbance. The extended state observer (ESO) is designed to estimate the velocity, acceleration, and disturbance. By estimating the state variables and disturbance using the ESO, the model predictive control (MPC) finds the optimal control input by predicting future system behavior. Additionally, the direct current controller is designed so that the direct current converges to zero. Because the proposed method is not designed based on the cascade structure from the viewpoint of velocity control, the optimization control for the velocity and currents can be defined. Thus, the proposed method is robust against external disturbances and parameter uncertainties owing to feedback linearization, state feedback, and ESO-based MPC using the acceleration PMSM model. The proposed control algorithm was experimentally verified and it showed improved velocity tracking performance compared with ESO-based MPC using the conventional PMSM model.

42 ENGINEERING↗
NASA NTRS1981

Velocity vector control system augmented with direct lift control

A pilot-controlled stability control system that employs direct lift control (spoiler control) with elevator control to control the flight path angle of an aircraft is described. A computer on the aircraft generates an elevator control signal and a spoiler control signal, using a pilot-controlled pitch control signal and pitch rate, vertical velocity, roll angle, groundspeed, engine pressure ratio and vertical acceleration signals which are generated on the aircraft. The direct lift control by the aircraft spoilers improves the response of the aircraft flight path angle and provides short term flight path stabilization against environmental disturbances.

Tisdale, H. F., Sr.↗
DOE OSTI2024

Matched Guiding and Controlled Injection in Dark-Current-Free, 10-GeV-Class, Channel-Guided Laser-Plasma Accelerators

Here we measure the high-intensity laser propagation throughout meter-scale, channel-guided laser-plasma accelerators by adjusting the length of the plasma channel on a shot-by-shot basis, showing high-quality guiding of 500 TW laser pulses over 30 cm in a hydrogen plasma of density n 0 ≈ 1 X 10 17 cm -3 . We observed transverse energy transport of higher-order modes in the first ≈ 12 cm of the plasma channel, followed by quasimatched propagation, and the gradual, dark-current-free depletion of laser energy to the wake. We quantify the laser-to-wake transfer efficiency limitations of currently available petawatt-class lasers and demonstrate via simulation how control over the laser mode can significantly improve beam parameters. Using 21.3 J of laser energy, and triggering localized electron injection, we observed electron bunches with single, quasimonoenergetic peaks up to 9.2 GeV with charge extending beyond 10 GeV.

43 PARTICLE ACCELERATORS↗
DOE OSTI2023

Rapid, Approximate Multi-Axis Vibration Testing [Thesis]

The aerospace industry uses vibration shaker tables to perform component durability testing. In these tests a component, piece of equipment, or entire system is attached to a shaker table where it is subjected to dynamic excitation. The goal is to understand how the article under test will perform in its service environment without having to run it through its entire service life via field testing. In a vibration test, an aerospace system or component is qualified if it is shown to survive a test meant to replicate its lifetime service conditions. The test is designed based on recorded field data. To develop a test, a system is taken through all of its intended environments, e.g., transportation, launch, and reentry. Acceleration data measured from these environments is then brought back to the lab and imported into a shaker table controller. The controller then drives a vibration test intended to mimic the acceleration conditions experienced by the system or specific components of the system in the field. However, it is often difficult to match the measured field response in a lab test. This is largely due to the test’s boundary conditions and excitation methods. In a lab test, a shaker table is the excitation source. The two most common shaker table types, differentiated by their number of independent degrees of freedom, are single-axis and multi-axis shaker tables. Multi-axis shakers have the ability to reproduce service environments more realistically, as real accelerations inevitably produce multiple degrees of freedom of excitation simultaneously. Figure 1 depicts a generic multi-axis testing setup on a three-axis shaker table. Often multi-axis tests use six-degree-of-freedom (6DOF) shaker tables. Yet multi-axis shakers are not yet common in the aerospace industry due in part to their high cost and the difficulty for shaker controllers to handle the added complexity. Single-axis shaker tables are much more common. They are not as expensive to purchase and have a wide range of control software options.

42 ENGINEERING↗
NASA NTRS1977

Optimal controls for an advanced turbofan engine

Linear optimal control theory is applied to the control synthesis of a high bypass ratio, variable pitch, turbofan engine. The basic control philosophy is to use only a low order dynamic model of the plant coupled with the concept of integral-output states so as to maintain control simplicity yet guarantee integral control of thrust, turbine temperature and other important engine outputs. Linear simulation results indicate that the control system developed provides rapid control of small thrust perturbations and quickly eliminates the effect of unmodelled thrust and temperature disturbances. Large thrust accelerations are obtained in about one half second while the control maintains negligible overshoot in temperature and stall margins.

Slater, G. L.↗
NASA NTRS1995

V/STOL systems research aircraft: A tool for cockpit integration

The next generation ASTOVL aircraft will have a complicated propulsion system. The configuration choices include Direct Lift, Lift-Fan and Lift + Lift/Cruise but the aircraft must also have supersonic performance and low-observable characteristics. The propulsion system may have features such as flow blockers, vectoring nozzles and flow transfer schemes. The flight control system will necessarily fully integrate the aerodynamic surfaces and the propulsive elements. With a fully integrated, fly-by-wire flight/propulsion control system, the options for cockpit integration are interesting and varied. It is possible to de-couple longitudinal and vertical responses allowing the pilot to close the loop on flightpath and flightpath acceleration directly. In the hover, the pilot can control the translational rate directly without having to stabilize the inner rate and attitude loops. The benefit of this approach, reduced workload and increased precision, has previously been demonstrated through several motion-based simulations. In order to prove the results in flight, the V/STOL System Research Aircraft (VSRA) was developed at the NASA Ames Research Center. The VSRA is the YAV-8B Prototype modified with a research flight control system using a series-parallel servo configuration in all the longitudinal degrees of freedom (including thrust and thrust vector angle) to provide an integrated flight and propulsion control system in a limited envelope. Development of the system has been completed and flight evaluations of the response types have been performed. In this paper we will discuss the development of the VSRA, the evolution of the flightpath command and translational rate command response types and the Guest Pilot evaluations of the system. Pilot evaluation results are used to draw conclusions regarding the suitability of the system to satisfy V/STOL requirements.

Stortz, Michael W.↗
NASA NTRS1995

V/STOL Systems Research Aircraft: A Tool for Cockpit Integration

The next generation ASTOVL aircraft will have a complicated propulsion System. The configuration choices include Direct Lift, Lift-Fan and Lift+Lift /Cruise but the aircraft must also have supersonic performance and low-observable characteristics. The propulsion system may have features such as flow blockers, vectoring nozzles and flow transfer schemes. The flight control system will necessarily fully integrate the aerodynamic surfaces and the propulsive elements. With a fully integrated, fly-by-wire flight/propulsion control system, the options for cockpit integration are interesting and varied. It is possible to decouple longitudinal and vertical responses allowing the pilot to close the loop on flight path and flight path acceleration directly. In the hover, the pilot can control the translational rate directly without having to stabilize the inner rate and attitude loops. The benefit of this approach, reduced workload and increased precision. has previously been demonstrated through several motion-based simulations. In order to prove the results in flight, the V/STOL System Research Aircraft (VSRA) was developed at the NASA Ames Research Center. The VSRA is the YAV-8B Prototype modified with a research flight control system using a series-parallel servo configuration in all the longitudinal degrees of freedom (including thrust and thrust vector angle) to provide an integrated flight and propulsion control system in a limited envelope. Development of the system has been completed and flight evaluations of the response types have been performed. In this paper we will discuss the development of the VSRA, the evolution of the flight path command and translational rate command response types and the Guest Pilot evaluations of the system. Pilot evaluation results will be used to draw conclusions regarding the suitability of the system to satisfy V/STOL requirements.

Stortz, Michael W.↗
NASA NTRS1987

Ion escape fluxes from the terrestrial high-latitude ionosphere

In this paper, the hydrodynamic transport equations for H(+) and O(+) are solved, including the important dynamic, collisional, and chemical effects that operate in the F region ionosphere below regions of ion acceleration. It is found that the most important parameter controlling the amount of O(+) in plasma outflows is the total ion flux demand imposed on the ionosphere by the higher-altitude acceleration region. The O(+) content is further modulated by the temperature of the exosphere and the resultant composition in the topside ionosphere, and by the location of the lower boundary of the ion acceleration region relative to the crossover altitude, where O and H have equal densities. As solar activity increases, the limiting O(+) escape flux increases, while the limiting H(+) escape flux decreases.

Barakat, A. R.↗
NASA NTRS1999

System Identification for Integrated Aircraft Development and Flight Testing [l'Identification Des Systemes Pour le Developpement Integre des Aeronefs et les Essais en Vol]

Over the last decades flight vehicles such as aircraft and helicopters entering service and requiring increased operational effectiveness have with few exceptions experienced prolonged flight test development to achieve full certification. In many cases the original requirements had later to be reduced to enable release to service. The impact on the customer, and manufacturer has been considerable leading to increased costs and or reduced operational capabilities. These costly experiences are largely a result of the flight vehicle not behaving as modelled and designed. The evaluation of flight test data can be used as a tool for validating windtunnel results and mathematical models describing the flight dynamical behaviour. In this sense the uncertainty of important aerodynamic stability and control parameters can be reduced and the confidence of aircraft mathematical models improved. An additional important factor comes from the implementation of active control systems offering the promise of significantly increased flight vehicle performance and operational capability. This approach extends the traditional trade-offs between aerodynamics, structures and propulsion systems to include full- time, full-authority fly-by-wire/light systems. It is imperative that the aerodynamic stability and control parameters of such integrated flight and propulsion control systems have to turn out inflight as predicted, since inherent stability margins will be lower and the flight control system must correct these deficiencies to provide flight critical redundancy and safety. With the methodology of system identification from flight tests it is possible to sense the control inputs and the flight vehicle reactions Such as accelerations, rates and attitudes. The mathematical model, e.g. the model structure and parameters, has to be determined from the relationship of the measured control inputs and the system's responses. The aim of this symposium was to review the present state of the art of flight vehicle system and parameter identification techniques, and to provide a critical appraisal of current methods developed and applied to flight test data in a number of NATO nations. Particular emphasis was placed on practical aspects and lessons learned in order to generate information useful to the flight test community in industry and government agencies. The technical papers share invaluable experience and emphasize the advances of flight vehicle system identification over the last years to the point where confidence and robustness level is now reasonably high. The symposium covered overviews of identification methodologies, flight test techniques, recent aircraft and helicopter application programs, and a session of short papers covering up-to-the-minute flight test results. A final discussion included prepared comments from experts and concluded with key issues learned in the application of system identification and future research needs. The essential benefits to NATO nations can be condensed as follows: More accurate mathematical models for high bandwidth flight control systems, Improved assessment and evaluation of flying qualities, High fidelity mathematical models for flight vehicle development and mission training simulators, and generally, Reduced flight test time and costs.

Advisory Group for Aerospace Research and Developm↗