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At least 1,009 records · Page 56

Experimental aerodynamic characteristics of vehicles traveling in tubes

A simplified theoretical model for a vehicle traveling through an unvented tube under equilibrium incompressible conditions was used to guide the test program, reduce the data, and determine the self-consistency of the results. The results were then used to establish values for the arbitrary coefficients in the theoretical model. Substantial progress was made in understanding the aerodynamic characteristics of vehicles traveling in tubes as exemplified by the good agreement of the theoretical model predictions with the experimental data throughout the Reynolds number range (three orders of magnitude, up to that for an actual full-scale system) and the many geometric variables tested.

Kurtz, D. W.↗

Theoretical predictions of latitude dependencies in the solar wind

Results are presented which were obtained with the Winge-Coleman model for theoretical predictions of latitudinal dependencies in the solar wind. A first-order expansion is described which allows analysis of first-order latitudinal variations in the coronal boundary conditions and results in a second-order partial differential equation for the perturbation stream function. Latitudinal dependencies are analytically separated out in the form of Legendre polynomials and their derivative, and are reduced to the solution of radial differential equations. This analysis is shown to supply an estimate of how large the coronal variation in latitude must be to produce an 11 km/sec/deg gradient in the radial velocity of the solar wind, assuming steady-state processes.

Winge, C. R., Jr.↗

Influence of external disturbances and compressibility on free turbulent mixing

It is shown that disturbances in external flow can significantly affect, by as much as an order of magnitude, the turbulent mixing rate in free shear layers and that the length scale of the external flow disturbances is as important as the amplitude. The difference between the effect of wide-band and narrow-band disturbances is stressed. The model for pressure fluctuation term in the kinetic energy equation is included in a two-equation model. The reduced spreading rate in high Mach number, high Reynolds number, adiabatic, free turbulent shear layers is predicted.

Oh, Y. H.↗

Incipient torsional stall flutter aerodynamic experiments on a swept three-dimensional wing

The aerodynamics of small amplitude pitching motions near stall have been studied experimentally in order to improve understanding of the torsional stall flutter problem for propeller blades. A model wing was oscillated in pitch at several small amplitudes over a wide and representative range of conditions. Unsteady surface pressures were measured and integrated to determine the aerodynamic damping at five spanwise stations. Strong negative damping was found for motions centered near static stall for all studied reduced frequencies, Mach numbers, and sweep angles. The 30-deg sweptback configuration was found to become negatively damped over the entire span nearly simultaneously, while the unswept model exhibited local regions of negative damping that moved toward the wing tip as the mean angle of attack was increased.

Lorber, Peter F.↗

NLS clutching bearing cavity flow analysis

A flow model of the NLS clutching bearing cavity was built for 2-D axisymmetric viscous analysis. From the computational fluid dynamics (CFD) approach, the tangential force exerted on the surfaces of the inner race was integrated to calculate the dividing torque which, in conjunction with the resistance torque, was used to predict the operating speed of the inner race. In order to further reduce the inner race rotation, the swirling flow at the cavity inlet was partially redirected to generate an opposing torque. Thirty six slanted slots were incorporated into the anti-vortex rib to achieve this goal. A 3-D flow analysis performed on this configuration indicates a drastic reduction of the driving torque and inner race RPM.

Tran, Ken↗

Numerical simulation of controlled large space structures

Large Space Structures do not have much damping, which necessitates the installation of a controller onto the structure. If the controller is improperly designed, the structure may become unstable and be destroyed. Since Large Space Structures are extremely expensive pieces of hardware, new controllers must not be tested first on the structure. They must first be tested in computer simulations. Until now, the usual procedure for simulating controlled Large Space Structures is to compute a reduced order modal representation of the structure and then apply the controller. However, this procedure entails modal truncation error. A new software package which is free from this error is currently under development within the Center for Space Construction. The more accurate finite element representation of the structure is used in the simulation, instead of the less accurate reduced order modal representation. This software also features an efficient matrix storage scheme, which effectively deals with the asymmetric system matrices which occur when control is added to the structure. Also, an integration algorithm was chosen so that the simulation is a reliable indicator of system stability or instability. The software package is fairly general in nature. Linearity of the finite element model and of the controller is the only assumption made. Actuator dynamics, sensor dynamics, noise, and disturbances can be handled by the package. In addition, output feedback of displacement, velocity, and/or acceleration signals can be simulated. Kalman state estimation was also implemented. This software was tested on a finite element model of a real Large Space Structure: The Mini-Mast Truss. Mini-Mast is a testbed at NASA-Langley which is currently under development. A 714 degree of freedom finite element model was computed, and a 19 state controller was designed for it. Torque wheel dynamics were added to the model, and the entire closed loop system was simulated with the software package.

Quan, Ralph↗

Brush seal numerical simulation: Concepts and advances

The development of the brush seal is considered to be most promising among the advanced type seals that are presently in use in the high speed turbomachinery. The brush is usually mounted on the stationary portions of the engine and has direct contact with the rotating element, in the process of limiting the 'unwanted' leakage flows between stages, or various engine cavities. This type of sealing technology is providing high (in comparison with conventional seals) pressure drops due mainly to the high packing density (around 100 bristles/sq mm), and brush compliance with the rotor motions. In the design of modern aerospace turbomachinery leakage flows between the stages must be minimal, thus contributing to the higher efficiency of the engine. Use of the brush seal instead of the labyrinth seal reduces the leakage flow by one order of magnitude. Brush seals also have been found to enhance dynamic performance, cost less, and are lighter than labyrinth seals. Even though industrial brush seals have been successfully developed through extensive experimentation, there is no comprehensive numerical methodology for the design or prediction of their performance. The existing analytical/numerical approaches are based on bulk flow models and do not allow the investigation of the effects of brush morphology (bristle arrangement), or brushes arrangement (number of brushes, spacing between them), on the pressure drops and flow leakage. An increase in the brush seal efficiency is clearly a complex problem that is closely related to the brush geometry and arrangement, and can be solved most likely only by means of a numerically distributed model.

Braun, M. J.↗

Measuring rapid ocean tidal earth orientation variations with very long baseline interferometry

Ocean tidal effects on universal time and polar motion (UTPM) are investigated at four nearly diurnal (K(sub 1), P(sub 1), O(sub 1), and Q(sub 1)) and four nearly semidiurnal (K(sub 2), S(sub 2), M(sub 2), and N(sub 2)) frequencies by analyzing very long baseline interferometry (VLBI) data extending from 1978 to 1992. We discuss limitations of comparisons between experiment and theory for the retograde nearly diurnal polar motion components due to their degeneracy with prograde components of the nutation model. Estimating amplitudes of contributions to the modeled VLBI observables at these eight frequencies produces a statistically highly significant improvement of 7 mm to the residuals of a fit to the observed delays. Use of such an improved UTPM model also reduces the 14-30 mm scatter of baseline lengths about a time-linear model of tectonic motion by 3-14 mm, also withhigh significance levels. A total of 28 UTPM ocean tidal amplitudes can be unambiguously estimated from the data, with resulting UTI and PM magnitudes as large as 21 micro secs and 270 microarc seconds and formal uncertainties of the order of 0.3 micro secs and 5 microarc secs for UTI and PM, respectively. Empirically determined UTPM amplitudes and phases are com1pared to values calculated theoretically by Gross from Seiler's global ocean tide model. The discrepancy between theory and experiment is larger by a factor of 3 for UTI amplitudes (9 micro secs) than for prograde PM amplitudes (42 microarc secs). The 14-year VLBI data span strongly attenuates the influence of mismodeled effects on estimated UTPM amplitudes and phases that are not coherent with the eight frequencies of interest. Magnitudes of coherent and quasi-coherent systematic errors are quantified by means of internal consistency tests. We conclude that coherent systematic effects are many times larger than the formal uncertainties and can be as large as 4 micro secs for UTI and 60 microarc secs for polar motion. On the basis of such ealistic error estimates, 22 of the 31 fitted UTPM ocean tidal amplitudes differ from zero by more than 2 sigma.

Sovers, O. J.↗

Accelerated Aging of Lead-Free Propellant

Following higher than expected 2-NDPA depletion rates in a lead-free doublebase formulation (RPD-422), an accelerated aging study was conducted to verify the depletion rates. A test plan was prepared to compare the aging characteristics of lead-free propellant and NOSIH-AA2. The study was also designed to determine which lead-free ballistic modifiers accelerated 2-NDPA depletion. The increased depletion rate occurred in propellants containing monobasic copper salicylate. Four lead-free propellants were then formulated to improved aging characteristics over previous lead-free propellant formulations. The new formulations reduced or replaced the monobasic copper salicylate. The new formulations had improved aging characteristics. Their burn rates, however, were unacceptable for use in a 2.75 inch rocket. To compare aging characteristics, stabilizer depletion rates of RPD-422, AA2, M28, and RLC 470/6A were measured or taken from the literature. The data were fit to a kinetic model. The model contained first and zero order terms which allowed the stabilizer concentration to go to zero. In the model, only the concentration of the primary stabilizer was considered. Derivatives beyond the first nitrated or nitroso derivative of 2-NPDA were not considered. The rate constants were fit to the Arrhenius equation and extrapolated to lower temperatures. The time to complete stabilizer depletion was estimated using the kinetic model. The four propellants were compared and the RPD-422 depleted faster at 45 C than both A22 and M28. These types of predictions depend on the validity of the model and on confidence in the Arrhenius relationship holding at lower temperatures. At 45 C, the zero order portion of the model dominates the depletion rate.

Furrow, Keith W.↗

Changes in aerobic power of women, ages 20-64 yr

This study quantified and compared the cross-sectional and longitudinal influence of age, self-report physical activity (SR-PA), and body composition (%fat) on the decline of maximal aerobic power (VO2peak) of women. The cross-sectional sample consisted of 409 healthy women, ages 20-64 yr. The 43 women of the longitudinal sample were from the same population and examined twice, the mean time between tests was 3.7 (+/-2.2) yr. Peak oxygen uptake was determined by indirect calorimetry during a maximal treadmill test. The zero-order correlation of -0.742 between VO2peak and %fat was significantly (P < 0.05) higher then the SR-PA (r = 0.626) and age correlations (r = -0.633). Linear regression defined the cross-sectional age-related decline in VO2peak at 0.537 ml.kg-1.min-1.yr-1. Multiple regression analysis (R = 0.851) showed that adding %fat and SR-PA and their interaction to the regression model reduced the age regression weight of -0.537, to -0.265 ml.kg-1.min-1.yr-1. Statistically controlling for time differences between tests, general linear models analysis showed that longitudinal changes in aerobic power were due to independent changes in %fat and SR-PA, confirming the cross-sectional results. These findings are consistent with men's data from the same lab showing that about 50% of the cross-sectional age-related decline in VO2peak was due to %fat and SR-PA.

Aging/physiology↗

Integrated Aerodynamic/Structural/Dynamic Analyses of Aircraft with Large Shape Changes

The conceptual and preliminary design processes for aircraft with large shape changes are generally difficult and time-consuming, and the processes are often customized for a specific shape change concept to streamline the vehicle design effort. Accordingly, several existing reports show excellent results of assessing a particular shape change concept or perturbations of a concept. The goal of the current effort was to develop a multidisciplinary analysis tool and process that would enable an aircraft designer to assess several very different morphing concepts early in the design phase and yet obtain second-order performance results so that design decisions can be made with better confidence. The approach uses an efficient parametric model formulation that allows automatic model generation for systems undergoing radical shape changes as a function of aerodynamic parameters, geometry parameters, and shape change parameters. In contrast to other more self-contained approaches, the approach utilizes off-the-shelf analysis modules to reduce development time and to make it accessible to many users. Because the analysis is loosely coupled, discipline modules like a multibody code can be easily swapped for other modules with similar capabilities. One of the advantages of this loosely coupled system is the ability to use the medium-to high-fidelity tools early in the design stages when the information can significantly influence and improve overall vehicle design. Data transfer among the analysis modules are based on an accurate and automated general purpose data transfer tool. In general, setup time for the integrated system presented in this paper is 2-4 days for simple shape change concepts and 1-2 weeks for more mechanically complicated concepts. Some of the key elements briefly described in the paper include parametric model development, aerodynamic database generation, multibody analysis, and the required software modules as well as examples for a telescoping wing, a folding wing, and a bat-like wing.

Samareh, Jamshid A.↗

Efficient Multidisciplinary Analysis Approach for Conceptual Design of Aircraft with Large Shape Change

The conceptual and preliminary design processes for aircraft with large shape changes are generally difficult and time-consuming, and the processes are often customized for a specific shape change concept to streamline the vehicle design effort. Accordingly, several existing reports show excellent results of assessing a particular shape change concept or perturbations of a concept. The goal of the current effort was to develop a multidisciplinary analysis tool and process that would enable an aircraft designer to assess several very different morphing concepts early in the design phase and yet obtain second-order performance results so that design decisions can be made with better confidence. The approach uses an efficient parametric model formulation that allows automatic model generation for systems undergoing radical shape changes as a function of aerodynamic parameters, geometry parameters, and shape change parameters. In contrast to other more self-contained approaches, the approach utilizes off-the-shelf analysis modules to reduce development time and to make it accessible to many users. Because the analysis is loosely coupled, discipline modules like a multibody code can be easily swapped for other modules with similar capabilities. One of the advantages of this loosely coupled system is the ability to use the medium- to high-fidelity tools early in the design stages when the information can significantly influence and improve overall vehicle design. Data transfer among the analysis modules are based on an accurate and automated general purpose data transfer tool. In general, setup time for the integrated system presented in this paper is 2-4 days for simple shape change concepts and 1-2 weeks for more mechanically complicated concepts. Some of the key elements briefly described in the paper include parametric model development, aerodynamic database generation, multibody analysis, and the required software modules as well as examples for a telescoping wing, a folding wing, and a bat-like wing. The paper also includes the verification of a medium-fidelity aerodynamic tool used for the aerodynamic database generation with a steady and unsteady high-fidelity CFD analysis tool for a folding wing example.

Chwalowski, Pawel↗

SpaRibs Geometry Parameterization for Wings with Multiple Sections using Single Design

The SpaRibs topology of an aircraft wing has a significant effect on its structural behavior and stability as well as the flutter performance. The development of additive manufacturing techniques like Electron Beam Free Form Fabrication (EBF3) has made it feasible to manufacture aircraft wings with curvilinear spars, ribs (SpaRibs) and stiffeners. In this article a new global-local optimization framework for wing with multiple sections using curvilinear SpaRibs is described. A single design space is used to parameterize the SpaRibs geometry. This method has been implemented using MSC-PATRAN to create a broad range of SpaRibs topologies using limited number of parameters. It ensures C0 and C1 continuities in SpaRibs geometry at the junction of two wing sections with airfoil thickness gradient discontinuity as well as mesh continuity between all structural components. This method is advantageous in complex multi-disciplinary optimization due to its potential to reduce the number of design variables. For the global-local optimization the local panels are generated by an algorithm which is totally based on a set algebra on the connectivity matrix data. The great advantage of this method is that it is completely independent of the coordinates of the nodes of the finite element model. It is also independent of the order in which the elements are distributed in the FEM. The code is verified by optimizing of the CRM Baseline model at trim condition at Mach number equal to 0.85 for five different angle of attack (-2deg, 0deg,2deg,4deg and 6deg). The final weight of the wing is 19,090.61 lb. This value is comparable to that obtained by Qiang et al. 6 (19,269 lb).

wing sections↗

Parametric studies of stitching effectiveness for preventing substructure disbond

A methodology is desired that will allow a designer to select appropriate amounts of through-thickness reinforcement needed to meet design requirements. The goal is to use a relatively simple analysis to minimize the amount of testing that needs to be performed, and to make test results from simple configurations applicable to more general structures. Using this methodology one should be able to optimize the selection of stitching materials, the weight of the yarn, and the stitching density. The analysis approach is to treat substructure disbond as a crack propagation problem. In this approach, the stitches have little influence until a delamination begins to grow. Once the delamination reaches, or extends beyond a stitch, the stitch serves to reduce the strain-energy-release-rate (G) at the crack tip for a given applied load. The reduced G can then be compared to the unstitched materials toughness to predict the load required to further extend the crack. The current model treats the stitch as a simple spring which responds to displacements in the vertical (through-thickness) direction. In concept, this approach is similar to that proposed by other authors. Test results indicate that the model should be refined to include the shearing stiffness of the stitch. The strain-energy-release-rate calculations are performed using a code which uses interconnected higher-order plates to model built-up composite cross-sections. When plates are stacked vertically, the interfacial tractions between the plates can be computed. The plate differential equations are solved in closed-form. The code, called SUBLAM, was developed as part of this section in one dimension. Because of this limitation, rows of stitches are treated as a two-dimensional sheet. The spring stiffness of a row of stitches can be estimated from the stitch material, weight, and density. As a practical and conservative approach, we can assume that the stitch is bonded until a crack passes the stitch location. After the crack passes, it is fully bonded. A series of tests were performed to exercise this methodology and incorporated an attached flange such that the sudden change in thickness initiated a delamination. The analysis was used to estimate the materials' critical G from that of the unstitched specimens. With this data, a prediction was made for the load required to delaminate the stitched specimens. Using the methodology, design charts have been created for simplified geometries. These charts give stitch force, along with G(sub 1) and G(sub 2) as as function of the stitch spring stiffness. Using the charts, it should be possible to determine the stitch spring stiffness and strength required to reduce the G to a desired level. From these parameters, the actual stitching material, weight, and density can be computed.

Flanagan, Gerry↗

Effect of velocity-changing collisions on the output of a gas laser.

A theoretical model for the pressure dependence of the intensity of a gas laser is presented in which only velocity-changing collisions with foreign-gas atoms are included. This is a special case where the phase shifts are the same for the two atomic-laser levels or are so small that deflections are the dominant effect of collisions. A collision model for hard-sphere repulsive interactions is derived and the collision parameters, persistence of velocity and collision frequency, are assumed to be independent of velocity. The collision theory is applied to a third-order expansion of the polarization in powers of the cavity electric field (weak-signal theory). The resulting expression for the intensity shows strong pressure dependence. The collisions reduce the amount of saturation and the laser intensity increases with pressure in a characteristic fashion.

Borenstein, M.↗

Analysis and improvement of contact dynamics simulation using the six degree of freedom motion system

The 6 DOF motion system was employed for closed loop simulation of the contact dynamics involved in the docking of two satellites. Under most initial conditions the system gives inaccurate results. It is well known that the presence of a time lag can generate instability in closed loop systems. In order to see if the time lag (about 200 ms.) in the 6 DOF system can can satisfactorily account for its errors, a simple computer model of the system incorporating this lag and other revelant parameters was implemented. The model in fact does predict all the observed rebound errors with reasonable precision. Also, since it is probable that the time delay can only be reduced but not eliminated, various compensation schemes were devised. Two give adequate correction for delays under 100 ms for a non preloaded probe. More powerful schemes may be adequate for the present 200 ms. environment and the presence of a preload.

Brown, R. C.↗

Large scale model measurements of airframe noise using cross-correlation techniques

Cross-correlation techniques are used to measure the sound radiated by wing/flap airfoil configurations in the NASA-Ames 40 x 80 ft wind tunnel using a 6.7-m semispan model with three deployed flaps. The dominant source of flap noise is identified as the flap side edges, which exceeds that radiated by the midspan region by more than 10 dB. The turbulent surface eddies at the flap side edge have scales on the order of one-half the flap chord. The installation of flap actuator fairings at the flap side edge reduces the noise radiated from that location by 10 to 15 dB. The cross-correlation technique extracts airframe noise radiated by specific surface locations from the tunnel background noise, even when the noise is 25 dB higher than the measured airframe noise level.

Miller, W. R.↗

Curved edge modification of compact range reflector

For many years, the compact range has successfully been used to design and evaluate many electromagnetic radiation and scattering systems. However, it has had limited use for large structures because of the large discrepancy between the reflector and target zone sizes. The limitation results from the large edge diffracted signal which emanates from the termination of the reflector. Previous attempts to solve this problem have involved using serrated edges to diffuse the diffracted field. While this reduces the edge diffracted field in the target zone, it is not eliminated. In addition, one has introduced many new corners which also diffract into the target zone. A curved edge modification is presented which reduces the edge diffraction by an order of magnitude or more and in the process does not create new mechanisms which perturb the plane wave in the target zone. Using this curved modification, one is able to design a compact range reflector whose target zone cross section approaches the size of the reflector parabolic surface. This makes the compact range ideal for scale model measurements since larger targets (antennas) can be measured. It also makes it more practical to consider systems which can measure full scale vehicles.

Burnside, Walter D.↗