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Locomotive mechanical characteristics, track perturbations, and operational characteristics involving experimentally determined suspension system parameters are analyzed. Suspension bearings, shock absorbers, pads, and two- and three- axle trucks are comparatively evaluated with respect to locomotive design.
Experiments were performed to determine the effect of cyclic loading on bearing cage strength. A long term working tensile load of approximately 1300 N (300 lbs) was found to be the likely maximum. Higher loads caused a decrease in cage tensile strength after the 125,000 cycle testing period. Poisson's ratio in compression was found to be highly dependent upon the direction of the fiberglass plies. At room temperature the value was 0.15 with the plies and 0.68 across the plies. At -196 C (-321 F), the value with the plies was 0.20. The results of the analyses conducted have again demonstrated the critical need for improved lubrication in the high pressure oxygen turbopump bearings. Lubricant films with low shear strength and low friction coefficients promote cage stability and decrease ball/cage forces during marginal operating conditions. The analysis of the effect of combined bearing loads on ball/cage loads has identified a radial load of 3600 N (800 lbs) as the maximum for the current clearance of the balls and cage pockets. Liquid oxygen impinging on the cage in the direction of rotation was found to enhance cage stability.
The effect of the neutral-air circulation in the high-latitude F region on the spatial distribution of the aurora is investigated on the basis of simultaneous global-scale auroral images and neutral-wind vectors obtained over the northern polar cap by the DE 1 and DE 2 satellites in December 1981. The results are presented graphically, along with DE 2 data on the composition, ion densities, and cross-track ion drift of the neutral winds and ISEE-3 IMF measurements, and analyzed. It is found that the large-scale features of the neutral circulation follow the substorm-driven expansion and contraction of the auroral oval, and that the drag effect from ions convecting sunward extends to much lower latitudes and has a more complex morphology than that predicted by GCMs. A number of asymmetries in the flow patterns are considered in detail.
The turbulent diffusion coefficient was computed from the parameters of sporadic E layers using the wind shear theory of midlatitude sporadic E and models of the ionosphere as well as that of the neutral upper atmosphere. The turbulent diffusion coefficient obtained for the period of circulation disturbances associated with stratospheric warmings and for the intervals of the winter anomaly indicate changes similar to the ionospheric absorption of radio waves, in the former case decreased, in the latter case increased values. This may hit at the role of turbulent transport in the formation of these anomalies. On the basis of these findings, a seasonal variation of the turbulent diffusion coefficient having a minimum in summer and an increase of this parameter with increasing geomagnetic activity are anticipated.
The motions of grinding media and powder in an attritor canister were studied by means of filming the agitated charge and frame-by-frame scrutiny of the footage. In conjunction with auxiliary experiments, this permitted semiquantitative analysis of the milling action. In particular, the mill can be divided into several regions characterized by different balances between direct impacts and rolling/sliding of the grinding media. Simple calculations suggest that impacts are more capable of effecting mechanical alloying (MA) than are rolling or sliding events in an attritor. Powder circulation within an operating mill was also investigated. Based on the results and the accompanying analysis, concepts for improved attritor design are presented.
The research work performed during the time period 16 Oct. 1992 through 31 Dec. 1993 is summarized. The overall research activity, including a list of the major findings of the EOS IDS research to date, is described, the publications and presentations are listed, and a budget request for the subsequent year is attached. Specifically, the report covers: EOS panel activities; major findings of research; team member contributions; new research directions; EOS restructuring effect; changes in requirements; plans for using existing data; collaborations with other EOS and non-EOS investigations; EOS instrument team interaction; instrument development verification and validation; interaction with EOSDIS and DAAC's; team coordination; overall management; summary of response to site review questions and comments; science computing facility; and additional new research activities.
This document in large part is based on the Masters Thesis of Cole Stephens. The document encompasses a variety of technical and practical issues involved when using the STARS codes for Aeroservoelastic analysis of vehicles. The document covers in great detail a number of technical issues and step-by-step details involved in the simulation of a system where aerodynamics, structures and controls are tightly coupled. Comparisons are made to a benchmark experimental program conducted at NASA Langley. One of the significant advantages of the methodology detailed is that as a result of the technique used to accelerate the CFD-based simulation, a systems model is produced which is very useful for developing the control law strategy, and subsequent high-speed simulations.
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A method of parameterizing the coefficients of a dynamical system based of a proper orthogonal decomposition (POD) representing the flow dynamics of a viscous fluid has been introduced. (A brief description of POD is presented in the immediately preceding article.) The present parameterization method is intended to enable construction of the dynamical system to accurately represent the temporal evolution of the flow dynamics over a range of Reynolds numbers. The need for this or a similar method arises as follows: A procedure that includes direct numerical simulation followed by POD, followed by Galerkin projection to a dynamical system has been proven to enable representation of flow dynamics by a low-dimensional model at the Reynolds number of the simulation. However, a more difficult task is to obtain models that are valid over a range of Reynolds numbers. Extrapolation of low-dimensional models by use of straightforward Reynolds-number-based parameter continuation has proven to be inadequate for successful prediction of flows. A key part of the problem of constructing a dynamical system to accurately represent the temporal evolution of the flow dynamics over a range of Reynolds numbers is the problem of understanding and providing for the variation of the coefficients of the dynamical system with the Reynolds number. Prior methods do not enable capture of temporal dynamics over ranges of Reynolds numbers in low-dimensional models, and are not even satisfactory when large numbers of modes are used. The basic idea of the present method is to solve the problem through a suitable parameterization of the coefficients of the dynamical system. The parameterization computations involve utilization of the transfer of kinetic energy between modes as a function of Reynolds number. The thus-parameterized dynamical system accurately predicts the flow dynamics and is applicable to a range of flow problems in the dynamical regime around the Hopf bifurcation. Parameter-continuation software can be used on the parameterized dynamical system to derive a bifurcation diagram that accurately predicts the temporal flow behavior.
In this paper, we present some ideas regarding the modeling, dynamics and control aspects of granular spacecraft. Granular spacecraft are complex multibody systems composed of a spatially disordered distribution of a large number of elements, for instance a cloud of N grains in orbit, with N greater than 10(exp 3). These grains can be large (Cubesat-size) or small (mm-size), and can be active, i.e., a fully equipped vehicle capable sensing their own position and attitude, and enabled with propulsion means, or entirely passive. The ultimate objective would be to study the behavior of the single grains and of large ensembles of grains in orbit and to identify ways to guide and control the shape of a cloud composed of these grains so that it can perform a useful function in space, for instance, as an element of an optical imaging system for astrophysical applications. This concept, in which the aperture does not need to be continuous and monolithic, would increase the aperture size several times compared to large NASA observatories such as ATLAST, allowing for a true Terrestrial Planet Imager that would be able to resolve exo-planet details and do meaningful spectroscopy on distant world. In the paper, we address the modeling and autonomous operation of a distributed assembly (the cloud) of large numbers of highly miniaturized space-borne elements (the grains). A multi-scale, multi-physics model is proposed of the dynamics of the cloud in orbit, as well as a control law for cloud shape maintenance, and preliminary simulation studies yield an estimate of the computational effort, indicating a scale factor of approximately N(exp 1.4) as a function of the number of grains. A granular spacecraft can be defined as a collection of a large number of space-borne elements (in the 1000s) designed and controlled such that a desirable collective behavior emerges, either from the interactions among neighboring grains, and/or between the grains and the environment. In this paper, each grain is considered to be a highly miniaturized spacecraft which has limited size and mass, hence it has limited actuation, limited propulsive capability, limited power, limited sensing, limited communication, limited computational resources, limited range of motion, limited lifetime, and may be expendable. The modeling and dynamics of clouds of vehicles is more challenging than with conventional vehicles because we are faced with a probabilistic vehicle composed of a large number of physically disconnected vehicles. First, different scales of motion occur simultaneously in a cloud: translations and rotations of the cloud as a whole (macro-dynamics), relative rotation and translation of one cloud member with respect to another (meso-dynamics), and individual cloud member dynamics (micro-dynamics). Second, the control design needs to be tolerant of the system complexity, of the system architecture (centralized vs. decentralized large scale system control) as well as robust to un-modeled dynamics and noise sources. Figure 1, top left, shows the kinematic parameters of a 1000 element cloud in orbit. The motion of the system is described with respect to a local vertical-local horizontal (LV-LH) orbiting reference frame (x,y,z)=F(sub ORF) of origin O(sub ORF) which rotates with mean motion omega and orbital semi-major axis R(sub 0). The orbital geometry at the initial time is defined in terms of its six orbital elements, and the orbital dynamics equation for point O(sub ORF) is propagated forward in time under the influence of the gravitational field of the primary and other external perturbations, described below. The origin of this frame coincides with the initial position of the center of mass of the system, and the coordinate axes are z along the local vertical, x toward the flight direction, and y in the orbit normal direction. The assumptions we used to model the dynamics are as follows: 1) The inertial frame is fixed at Earth's center. 2) The orbiting Frame ORF follows Keplerian orbit. 3) the cloud system dynamics is referred to ORF. 4) the attitude of each grain uses the principal body frame as body fixed frame. 5) the atmosphere is assumed to be rigidly rotating with the Earth. Regarding the grains forming the cloud: 1) each grain is modeled as a rigid body; 2) a simple attitude estimator provides attitude estimates, 3) a simple guidance logic commands the position and attitude of each grain, 4) a simple local feedback controller based on PD control of local states is used to stabilize the attitude of the vehicle. Regarding the cloud: 1) the cloud as a whole is modeled as an equivalent rigid body in orbit, and 2) an associated graph establishes agent connectivity and enables coupling between modes of motion at the micro and macro scales; 3) a simple guidance and estimation logic is modeled to estimate and command the attitude of this equivalent rigid body; 4) a cloud shape maintenance controller is based on the dynamics of a stable virtual truss in the orbiting frame. Regarding the environmental perturbations acting on the cloud: 1) a non-spherical gravity field including JO (Earth's spherical field) zonal component, J2 (Earth's oblateness) and J3 zonal components is implemented; 2) atmospheric drag is modeled with an exponential model; 3) solar pressure is modeled assuming the Sun is inertially fixed; and 4) the Earth's magnetic field is model using an equivalent dipole model. The equations of motion are written in a referential system with respect to the origin of the orbiting frame and the state is propagated forward in time using an incremental predictor-corrector scheme. A representative cloud with varying number of grains is simulated to identify the limitations in computation time as the number of grains grows. We derive a control law to track a desired surface in the ORF (equivalently to maintain a reference cloud shape) by defining an error from a desired surface shape, and designing a control law that is exponentially stable and reduces the tracking error to zero. Figure 1 (top right) shows a comparison of various requirements for simulation of single spacecraft vs. granular spacecraft, indicating the high degree of complexity that needs to be taken into consideration. The ORF components of control force required by one of the grains is, for this particular case, in the micro-Newton range. However, no attempt has been made yet to reconfigure (or re-orient) the cloud configuration internally, for which forces in the milli-Newton level are expected, depending on the time required to do the reconfiguration. Figure 1, bottom, shows the computation time as a function of the number of grains, indicating an order N(exp 1.43) scaling on a 8 Gb, 1067 MHz RAM MacOSX computer with a 3.06 GHz Intel Core 2 Duo processor. With this metric, the same simulation for a system of N=1000 grains would take 5.4 hours, and 146 hours (i.e., 6 days) for a system with N=10,000 grains. Therefore, efficient ways to simulate this complex system, where not only the time scales of natural system dynamics, but also the sampling times of the Guidance, Navigation, and Control are included, remain to be explored. Additional details on the cloud modeling, dynamics, and control will be described in the paper.
Blunt body probes are the primary design for atmospheric entry. The blunted capsule shape, while desirable for the decreased forebody heating, typically experiences dynamic instability at low supersonic and transonic flight. At moderate to low supersonic conditions, the unsteady wake begins to adversely interact with the vehicle in free-flight resulting in attitude oscillations which can grow in time and result in tumbling. Understanding vehicle dynamics is thus important when considering vehicle entry design and guidance navigation and control (GN&C) considerations. Historically, dynamic stability has been carried out exclusively using experimental techniques. The wide range of experimental approaches provide reasonable coverage in Mach and dynamic pressure space for a given trajectory, however achieving flight similitude is often difficult or impossible. Advancements in Computational Fluid Dynamics (CFD) techniques allow for dynamic motion of the vehicle surface during the simulation with either forced/prescribed motion or free motion in response to fluid forces. Several examples of CFD software with the ability to simulate fluid dynamics and vehicle motion are available in literature. The Free-Flight CFD (FF-CFD) capability developed by NASA Ames within the US3D flow solver has shown extensive validation and verification (V&V) efforts from moderate to low supersonic flow across a range of vehicle architectures. The solver is able to simulate full rotational and translation motion resulting in full 6 degrees-of-freedom (DoF) motion. The validation and verification efforts the solver's ability to predict the motion of a ballistic range model as compared to experimental results. Similar to other computational capabilities in literature, FF-CFD relied on heritage data reduction methodologies and processes for reducing dynamic data into aerodynamic coefficients intended for use in design and trajectory codes. These heritage approaches, initially developed with the assumptions (and restrictions) of ground test facilities, resulted in the significant culling of the full 6-DoF dynamic data set to discrete values which are then fit using an aerodynamic model. Recent development of simulation and data reduction methodologies has resulted in an improved approach to FF-CFD simulations of vehicle dynamics which leverage the control of dynamic constraints within a simulation set-up. The presentation of this work will cover the constrained dynamic simulation approach for deriving dynamic coefficients for a Genesis capsule. The methodology will be outlined and a discussion of implications in motion restriction will be discussed. Finally, reconstructed vehicle trajectories using FF-CFD derived aerodynamic coefficients will be presented.