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At least 739 records · Page 41

Designing Facilities for Collaborative Operations

A methodology for designing operational facilities for collaboration by multiple experts has begun to take shape as an outgrowth of a project to design such facilities for scientific operations of the planned 2003 Mars Exploration Rover (MER) mission. The methodology could also be applicable to the design of military "situation rooms" and other facilities for terrestrial missions. It was recognized in this project that modern mission operations depend heavily upon the collaborative use of computers. It was further recognized that tests have shown that layout of a facility exerts a dramatic effect on the efficiency and endurance of the operations staff. The facility designs (for example, see figure) and the methodology developed during the project reflect this recognition. One element of the methodology is a metric, called effective capacity, that was created for use in evaluating proposed MER operational facilities and may also be useful for evaluating other collaboration spaces, including meeting rooms and military situation rooms. The effective capacity of a facility is defined as the number of people in the facility who can be meaningfully engaged in its operations. A person is considered to be meaningfully engaged if the person can (1) see, hear, and communicate with everyone else present; (2) see the material under discussion (typically data on a piece of paper, computer monitor, or projection screen); and (3) provide input to the product under development by the group. The effective capacity of a facility is less than the number of people that can physically fit in the facility. For example, a typical office that contains a desktop computer has an effective capacity of .4, while a small conference room that contains a projection screen has an effective capacity of around 10. Little or no benefit would be derived from allowing the number of persons in an operational facility to exceed its effective capacity: At best, the operations staff would be underutilized; at worst, operational performance would deteriorate. Elements of this methodology were applied to the design of three operations facilities for a series of rover field tests. These tests were observed by human-factors researchers and their conclusions are being used to refine and extend the methodology to be used in the final design of the MER operations facility. Further work is underway to evaluate the use of personal digital assistant (PDA) units as portable input interfaces and communication devices in future mission operations facilities. A PDA equipped for wireless communication and Ethernet, Bluetooth, or another networking technology would cost less than a complete computer system, and would enable a collaborator to communicate electronically with computers and with other collaborators while moving freely within the virtual environment created by a shared immersive graphical display.

Norris, Jeffrey↗

Development of methodology for optimum design of structures at elevated temperatures

This paper surveys a number of activities aimed at applying optimum design techniques to structures where high temperatures are important design considerations. An improved variant of fully-stressed design (FSD), denoted thermal fully-stressed design (TFSD), is described which converges significantly faster than FSD for problems where thermal stresses are comparable in magnitude to mechanical stresses. Second, an optimality criterion is described for sizing structures subjected to temperature constraints. Simultaneous requirements on strength and temperatures are handled by two different techniques: (1) a state-of-the-art mathematical programming method and (2) the optimality criterion technique for temperature constraints combined with FSD for strength constraints. A method is described to optimize the insulation and ply thicknesses of an insulated composite panel with a time-varying temperature applied to the outer surface of the insulation and a general set of in-plane loads applied to the panel.

Adelman, H. M.↗

New methodology for shaft design based on life expectancy

The design of power transmission shafting for reliability has not historically received a great deal of attention. However, weight sensitive aerospace and vehicle applications and those where the penalties of shaft failure are great, require greater confidence in shaft design than earlier methods provided. This report summarizes a fatigue strength-based, design method for sizing shafts under variable amplitude loading histories for limited or nonlimited service life. Moreover, applications factors such as press-fitted collars, shaft size, residual stresses from shot peening or plating, corrosive environments can be readily accommodated into the framework of the analysis. Examples are given which illustrate the use of the method, pointing out the large life penalties due to occasional cyclic overloads.

Loewenthal, S. H.↗

Experience, lessons learned and methodology in the design of space systems to accommodate total dose and SEU effects

We now have considerable experience with successfully designing science systems to function properly, even during and after exposure to ionizing radiation approaching one Megarad, and during large solar particle events with substantial high Z fluxes such as the events that happened in August, 1972 and in the fall of 1989. Nevertheless, with changing device dimensions and properties, newer technologies and new applications, new problems arise. Some recent basic research has shed light on these problems and pointed the way to better diagnostic tests. In the case of single event upsets, clearly one cannot always accurately predict upset probabilities simply by knowing the quiescent Linear Energy Transfer (LET) threshold and the asymptotic cross-section of the device.

Trainor, James H.↗

Investigation of Aerodynamic Matching Sensitivities for Conceptual Design

A methodology for aerodynamic matching was implemented in the Higher fidelity Conceptual Design and structural optimization (HCDstruct) tool to support transonic flutter simulations. The Enhanced Factor Correction Technique was implemented in HCDstruct to correct the Nastran doublet lattice method using data from corresponding computational fluid dynamics simulations. In this paper, sensitivities associated with this aerodynamic matching technique were investigated using HCDstruct and a Boeing 737-200-like aircraft configuration. Specifically, sensitivities of the aerodynamic matching method were investigated with respect to changes in flight conditions, such as changes in Mach number and angle of attack, and also in key design variables for the main wing, such as changes in aspect ratio and sweep angle. The variations in flight conditions and design parameters were mapped to estimated prediction error in sectional lift for the main wing, which helps to demonstrate the extent to which a user may expect a given aerodynamic correction matrix to provide suitable aerodynamic predictions for a realistic aircraft wing.

Jesse R. Quinlan↗

Investigation of Aerodynamic Matching Sensitivities for Conceptual Design

A methodology for aerodynamic matching was implemented in the Higher fidelity Conceptual Design and structural optimization (HCDstruct) tool to support transonic flutter simulations. The Enhanced Factor Correction Technique was implemented in HCDstruct to correct the Nastran doublet lattice method using data from corresponding computational fluid dynamics simulations. In this paper, sensitivities associated with this aerodynamic matching technique were investigated using HCDstruct and a Boeing 737-200-like aircraft configuration. Specifically, sensitivities of the aerodynamic matching method were investigated with respect to changes in flight conditions, such as changes in Mach number and angle of attack, and also in key design variables for the main wing, such as changes in aspect ratio and sweep angle. The variations in flight conditions and design parameters were mapped to estimated prediction error in sectional lift for the main wing, which helps to demonstrate the extent to which a user may expect a given aerodynamic correction matrix to provide suitable aerodynamic predictions for a realistic aircraft wing.

Jesse Ray Quinlan↗

Design and validation of fault-tolerant flight systems

Flight systems must be validated to show that they are consistent with the requirements of their intended applications. While high reliability is difficult to validate, the additional complexity of fault tolerance further compounds the validation problem. The objective of NASA’s research is to develop a methodology for designing validatable fault-tolerant systems. Under the design-for-validation philosophy, emphasis is placed on developing validation methods that can be incorporated into the design process right from the start and design methods and guidance which, while incorporating fault tolerance, can assure validatability. This paper examines the statistical issues of validating highly reliable, fault tolerant system. There are many problems associated with traditional methods of designing and validating these potentially complex hardware and software systems. Useful design-for-validation methods, which include structured specification and design methodologies, mathematical proof techniques, analytical modeling, simulation and emulation, and physical testing, are discussed. Important design issues associated with fault tolerance are presented along with the related validation concerns which must be addressed. Experience has shown that synchronization and Byzantine resilience must accompany fault tolerance. Other design attributes associated with fault tolerance may be used by a designer on the basis of cost, weight, performance, and validation considerations.

Computer systems↗

Certify for success: A methodology for human-centered certification of advanced aviation systems

This position paper uses the methodology in Design for Success as a basis for a human factors certification program. The Design for Success (DFS) methodology espouses a multi-step process to designing and developing systems in a human-centered fashion. These steps are as follows: (1) naturalizing - understand stakeholders and their concerns; (2) marketing - understand market-oriented alternatives to meeting stakeholder concerns; (3) engineering - detailed design and development of the system considering tradeoffs between technology, cost, schedule, certification requirements, etc.; (4) system evaluation - determining if the system meets its goal(s); and (5) sales and service - delivering and maintaining the system. Because the main topic of this paper is certification, we will focus our attention on step 4, System Evaluation, since it is the natural precursor to certification. Evaluation involves testing the system and its parts for their correct behaviors. Certification focuses not only on ensuring that the system exhibits the correct behaviors, but ONLY the correct behaviors.

Small, Ronald L.↗

Aerodynamic configuration design using response surface methodology analysis

An investigation has been conducted to determine a set of optimal design parameters for a single-stage-to-orbit reentry vehicle. Several configuration geometry parameters which had a large impact on the entry vehicle flying characteristics were selected as design variables: the fuselage fineness ratio, the nose to body length ratio, the nose camber value, the wing planform area scale factor, and the wing location. The optimal geometry parameter values were chosen using a response surface methodology (RSM) technique which allowed for a minimum dry weight configuration design that met a set of aerodynamic performance constraints on the landing speed, and on the subsonic, supersonic, and hypersonic trim and stability levels. The RSM technique utilized, specifically the central composite design method, is presented, along with the general vehicle conceptual design process. Results are presented for an optimized configuration along with several design trade cases.

Engelund, Walter C.↗

A Sizing Methodology for the Conceptual Design of Blended-Wing-Body Transports

This paper describes the development of a methodology for sizing Blended-Wing-Body (BWB) transports and how the capabilities of the Flight Optimization System (FLOPS) have been expanded using that methodology. In this approach, BWB transports are sized based on the number of passengers in each class that must fit inside the centerbody or pressurized vessel. Weight estimation equations for this centerbody structure were developed using Finite Element Analysis (FEA). This paper shows how the sizing methodology has been incorporated into FLOPS to enable the design and analysis of BWB transports. Previous versions of FLOPS did not have the ability to accurately represent or analyze BWB configurations in any reliable, logical way. The expanded capabilities allow the design and analysis of a 200 to 450-passenger BWB transport or the analysis of a BWB transport for which the geometry is already known. The modifications to FLOPS resulted in differences of less than 4 percent for the ramp weight of a BWB transport in this range when compared to previous studies performed by NASA and Boeing.

Kimmel, William M.↗

Frequency domain identification for robust large space structure control design

A methodology is demonstrated for frequency domain identification of large space structures which systematically transforms experimental raw data into a form required for synthesizing H(infinity) controllers using modern robust control design software (e.g., Matlab Toolboxes). A unique feature of this approach is that the additive uncertainty is characterized to a specified statistic confidence rather than with hard bounds. In this study, the difference in robust performance is minimal between the two levels of confidence. In general cases, the present methodology provides a tool for performance/confidence level tradeoff studies. For simplicity, the additive uncertainty on a frequency grid is considered and the interpolation error in between grid points is neglected.

Yam, Y.↗

Control Law Design in a Computational Aeroelasticity Environment

A methodology for designing active control laws in a computational aeroelasticity environment is given. The methodology involves employing a systems identification technique to develop an explicit state-space model for control law design from the output of a computational aeroelasticity code. The particular computational aeroelasticity code employed in this paper solves the transonic small disturbance aerodynamic equation using a time-accurate, finite-difference scheme. Linear structural dynamics equations are integrated simultaneously with the computational fluid dynamics equations to determine the time responses of the structure. These structural responses are employed as the input to a modern systems identification technique that determines the Markov parameters of an "equivalent linear system". The Eigensystem Realization Algorithm is then employed to develop an explicit state-space model of the equivalent linear system. The Linear Quadratic Guassian control law design technique is employed to design a control law. The computational aeroelasticity code is modified to accept control laws and perform closed-loop simulations. Flutter control of a rectangular wing model is chosen to demonstrate the methodology. Various cases are used to illustrate the usefulness of the methodology as the nonlinearity of the aeroelastic system is increased through increased angle-of-attack changes.

Newsom, Jerry R.↗

An Optimization-Based Approach to Injector Element Design

An injector optimization methodology, method i, is used to investigate optimal design points for gaseous oxygen/gaseous hydrogen (GO2/GH2) injector elements. A swirl coaxial element and an unlike impinging element (a fuel-oxidizer-fuel triplet) are used to facilitate the study. The elements are optimized in terms of design variables such as fuel pressure drop, APf, oxidizer pressure drop, deltaP(sub f), combustor length, L(sub comb), and full cone swirl angle, theta, (for the swirl element) or impingement half-angle, alpha, (for the impinging element) at a given mixture ratio and chamber pressure. Dependent variables such as energy release efficiency, ERE, wall heat flux, Q(sub w), injector heat flux, Q(sub inj), relative combustor weight, W(sub rel), and relative injector cost, C(sub rel), are calculated and then correlated with the design variables. An empirical design methodology is used to generate these responses for both element types. Method i is then used to generate response surfaces for each dependent variable for both types of elements. Desirability functions based on dependent variable constraints are created and used to facilitate development of composite response surfaces representing the five dependent variables in terms of the input variables. Three examples illustrating the utility and flexibility of method i are discussed in detail for each element type. First, joint response surfaces are constructed by sequentially adding dependent variables. Optimum designs are identified after addition of each variable and the effect each variable has on the element design is illustrated. This stepwise demonstration also highlights the importance of including variables such as weight and cost early in the design process. Secondly, using the composite response surface that includes all five dependent variables, unequal weights are assigned to emphasize certain variables relative to others. Here, method i is used to enable objective trade studies on design issues such as component life and thrust to weight ratio. Finally, combining results from both elements to simulate a trade study, thrust-to-weight trends are illustrated and examined in detail.

Tucker, P. Kevin↗

Observations on computational methodologies for use in large-scale, gradient-based, multidisciplinary design

Various computational methodologies relevant to large-scale multidisciplinary gradient-based optimization for engineering systems design problems are examined with emphasis on the situation where one or more discipline responses required by the optimized design procedure involve the solution of a system of nonlinear partial differential equations. Such situations occur when advanced CFD codes are applied in a multidisciplinary procedure for optimizing an aerospace vehicle design. A technique for satisfying the multidisciplinary design requirements for gradient information is presented. The technique is shown to permit some leeway in the CFD algorithms which can be used, an expansion to 3D problems, and straightforward use of other computational methodologies.

Newman, P. A.↗

Multirate Flutter Suppression System Design for the Benchmark Active Controls Technology Wing: Methodology Application Software Toolbox - Part 2

To study the effectiveness of various control system design methodologies, the NASA Langley Research Center initiated the Benchmark Active Controls Project. In this project, the various methodologies were applied to design a flutter suppression system for the Benchmark Active Controls Technology (BACT) Wing. This report describes the user's manual and software toolbox developed at the University of Washington to design a multirate flutter suppression control law for the BACT wing.

Mason, Gregory S.↗