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At least 127 records · Page 7

Engineering management of large scale systems

The organization of high technology and engineering problem solving, has given rise to an emerging concept. Reasoning principles for integrating traditional engineering problem solving with system theory, management sciences, behavioral decision theory, and planning and design approaches can be incorporated into a methodological approach to solving problems with a long range perspective. Long range planning has a great potential to improve productivity by using a systematic and organized approach. Thus, efficiency and cost effectiveness are the driving forces in promoting the organization of engineering problems. Aspects of systems engineering that provide an understanding of management of large scale systems are broadly covered here. Due to the focus and application of research, other significant factors (e.g., human behavior, decision making, etc.) are not emphasized but are considered.

Sanders, Serita↗

Motion effects on an IFR hovering task: Analytical predictions and experimental results

An analytical pilot model incorporating the effects of motion cues and display scanning and sampling is tested by comparing predictions against experimental results on a moving base simulator. The simulated task is that of precision hovering of a VTOL having varying amounts of rate damping, and using separated instrument displays. Motion cue effects are investigated by running the experiment under fixed and moving base conditions, the latter in two modes; full motion, and angular motion only. Display scanning behavior is measured on some of the runs. The results of the program show that performance is best with angular motion only, most probably because a g-vector tilt cue is available to the pilot in this motion condition. This provides an attitude indication even when not visually fixating the attitude display. Vestibular threshold effects are also present in the results because of the display scaling used to permit hovering position control within the motion simulator limits; no washouts are used in the simulator drive signals. The IFR nature of the task results in large decrements in pilot opinion and performance relative to VFR conditions because of the scanning workload. Measurements of scanning behavior are sensitive to motion conditions and show more attention to attitude control under fixed base conditions.

Ringland, R. F.↗

Modeling, design, and control of flexible manipulator arms: Status and trends

The desire for higher performance manipulators has lead to dynamic behavior in which the flexibility is an essential aspect. The mathematical representations commonly used in modeling flexible arms and arms with flexible drives are examined first. Then design considerations directly arising from the flexible nature of the arm are discussed. Finally, controls of joints for general and tip motion are discussed.

Book, Wayne J.↗

Network Coronal Bright Points: Coronal Heating Concentrations Found in the Solar Magnetic Network

We examine the magnetic origins of coronal heating in quiet regions by combining SOHO/EIT Fe xii coronal images and Kitt Peak magnetograms. Spatial filtering of the coronal images shows a network of enhanced structures on the scale of the magnetic network in quiet regions. Superposition of the filtered coronal images on maps of the magnetic network extracted from the magnetograms shows that the coronal network does indeed trace and stem from the magnetic network. Network coronal bright points, the brightest features in the network lanes, are found to have a highly significant coincidence with polarity dividing lines (neutral lines) in the network and are often at the feet of enhanced coronal structures that stem from the network and reach out over the cell interiors. These results indicate that, similar to the close linkage of neutral-line core fields with coronal heating in active regions (shown in previous work), low-lying core fields encasing neutral lines in the magnetic network often drive noticeable coronal heating both within themselves (the network coronal bright points) and on more extended field lines rooted around them. This behavior favors the possibility that active core fields in the network are the main drivers of the heating of the bulk of the quiet corona, on scales much larger than the network lanes and cells.

Falconer, D. A.↗

Network Coronal Bright Points: Coronal Heating Concentrations Found in the Solar Magnetic Network

We examine the magnetic origins of coronal heating in quiet regions by combining SOHO/EIT Fe XII coronal images and Kitt Peak magnetograms. Spatial filtering of the coronal images shows a network of enhanced structures on the scale of the magnetic network in quiet regions. Superposition of the filtered coronal images on maps of the magnetic network extracted from the magnetograms shows that the coronal network does indeed trace and stem from the magnetic network. Network coronal bright points, the brightest features in the network lanes, are found to have a highly significant (8 sigma above random chance) coincidence with polarity dividing lines (neutral lines) in the network, and are often at the feet of enhanced coronal structures that stem from the network and reach out over the cell interiors. These results indicate that, similar to the close linkage of neutral-line core fields with coronal heating in active regions, low-lying core fields encasing neutral lines in the magnetic network often drive noticeable coronal heating both within themselves (the network coronal bright points) and on more extended fields lines rooted around them. This behavior favors the possibility that active core fields in the network are the main drivers of the heating of the bulk of the quiet corona, on scales much larger than the network lanes and cells.

Falconer, D. A.↗

Solar Flare Ribbon Fronts. I. Constraining Flare Energy Deposition with IRIS Spectroscopy

Spectral lines formed at lower atmospheric layers show peculiar profiles at the "leading edge" of ribbons during solar flares. In particular, increased absorption of the BBSO/GST He I λ10830 line, as well as broad and centrally reversed profiles in the spectra of the Mg II and C II lines observed by the IRIS satellite, has been reported. In this work, we aim to understand the physical origin of such peculiar IRIS profiles, which seem to be common of many, if not all, flares. To achieve this, we quantify the spectral properties of the IRIS Mg II profiles at the ribbon leading edge during four large flares and perform a detailed comparison with a grid of radiative hydrodynamic models using the RADYN+FP code. We also studied their transition region (TR) counterparts, finding that these ribbon front locations are regions where TR emission and chromospheric evaporation are considerably weaker compared to other parts of the ribbons. Based on our comparison between the IRIS observations and modeling, our interpretation is that there are different heating regimes at play in the leading edge and the main bright part of the ribbons. More specifically, we suggest that bombardment of the chromosphere by more gradual and modest nonthermal electron energy fluxes can qualitatively explain the IRIS observations at the ribbon leading front, while stronger and more impulsive energy fluxes are required to drive chromospheric evaporation and more intense TR emission in the bright ribbon. Our results provide a possible physical origin for the peculiar behavior of the IRIS chromospheric lines in the ribbon leading edge and new constraints for the flare models.

Solar flares↗

Intelligent Entity Behavior Within Synthetic Environments

This paper describes some elements in the development of realistic performance and behavior in the synthetic entities (players) which support Modeling and Simulation (M&S) applications, particularly military training. Modern human-in-the-loop (virtual) training systems incorporate sophisticated synthetic environments, which provide: 1. The operational environment, including, for example, terrain databases; 2. Physical entity parameters which define performance in engineered systems, such as aircraft aerodynamics; 3. Platform/system characteristics such as acoustic, IR and radar signatures; 4. Behavioral entity parameters which define interactive performance, including knowledge/reasoning about terrain, tactics; and, 5. Doctrine, which combines knowledge and tactics into behavior rule sets. The resolution and fidelity of these model/database elements can vary substantially, but as synthetic environments are designed to be compose able, attributes may easily be added (e.g., adding a new radar to an aircraft) or enhanced (e.g. Amending or replacing missile seeker head/ Electronic Counter Measures (ECM) models to improve the realism of their interaction). To a human in the loop with synthetic entities, their observed veridicality is assessed via engagement responses (e.g. effect of countermeasures upon a closing missile), as seen on systems displays, and visual (image) behavior. The realism of visual models in a simulation (level of detail as well as motion fidelity) remains a challenge in realistic articulation of elements such as vehicle antennae and turrets, or, with human figures; posture, joint articulation, response to uneven ground. Currently the adequacy of visual representation is more dependant upon the quality and resolution of the physical models driving those entities than graphics processing power per Se. Synthetic entities in M&S applications traditionally have represented engineered systems (e.g. aircraft) with human-in-the-loop performance characteristics (e.g. visual acuity) included in the system behavioral specification. As well, performance affecting human parameters such as experience level, fatigue and stress are coming into wider use (via AI approaches) to incorporate more uncertainty as to response type as well as performance (e.g. Where an opposing entity might go and what it might do, as well as how well it might perform).

Kruk, R. V.↗

The 14th Annual Conference on Manual Control

Human operator dynamics during actual manual control or while monitoring the automatic control systems involved in air-to-air tracking, automobile driving, the operator of undersea vehicles, and remote handling are examined. Optimal control models and the use of mathematical theory in representing man behavior in complex man machine system tasks are discussed with emphasis on eye/head tracking and scanning; perception and attention allocation; decision making; and motion simulation and effects.

Source record↗

Driven, steady-state RFP computations

The pseudospectral three-dimensional MHD code of Dahlburg et al. (1986 and 1987) is used to compute the dynamical behavior of a channel of magnetofluid carrying an axial current and magnetic flux. This situation contains the essential MHD behavior of the reversed-field pinch (RFP). An externally imposed electric field is applied to an initially current-free magnetofluid and drives currents that rise and eventually fluctuate about values corresponding to pinch ratios Theta of about 1.3, 2.2, and 4.5. A period of violent turbulence leads to an approximately force-free core, surrounded by an active MHD boundary layer that is not force-free. A steady state is reached that can apparently be sustained indefinitely (for several hundred Alfven transit times or longer). The turbulence level and time variability in the steady state increase with increasing Theta. The average toroidal magnetic field at the wall reverses for Theta = 2.2 and 4.5, but not for Theta = 1.3. Negative toroidal current filaments are observed. The Lundquist numbers are of the order of a few hundred.

Dahlburg, J. P.↗

Non-Coalescence Effects in Microgravity

Forced non-coalescence between two bodies of the same liquid may be achieved by a variety of means, all of which provide relative tangential motion of the adjacent free-surfaces. This motion serves to provide a lubricating film of the surrounding gas to the gap which prevents the liquid surfaces from coming into contact. One means of forcing non-coalescence is to use thermocapillarity to drive the lubricating film by having the liquids at different temperatures. This paper will examine a number of scenarios of non-coalescence behavior, both qualitatively and quantitatively, and describe some envisioned applications of the phenomenon which may have relevance in both microgravity and terrestrial environments.

Neitzel, G. P.↗

Wear Measurement System

Lewis Research Center developed a tribometer for in-house wear tests. Implant Sciences Corporation (ISC), working on a NASA contract to develop coatings to enhance the wear capabilities of materials, adapted the tribometer for its own use and developed a commercial line of user-friendly systems. The ISC-200 is a pin-on-disk type of tribometer, functioning like a record player and creating a wear groove on the disk, with variables of speed and load. The system can measure the coefficient of friction, the wear behavior between materials, and the integrity of thin films or coatings. Applications include measuring wear on contact lenses and engine parts and testing disk drives.

Source record↗

Drunk Driver Testing

Systems Technology, Inc. developed a technique to study/measure behavioral changes brought on by long term isolation is now being used in a system for determining whether a driver is too drunk to drive. Device is intended to discourage intoxicated drivers from taking to the road by advising them they are in no condition to operate a vehicle. System is being tested experimentally in California.

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Static and dynamic deflection studies of the SRM aft case-nozzle joint

The redesign of the joints on the solid rocket motor (SRM) has prompted the need for analyzing the behavior of the joints using several different types of analyses. The types of analyses performed include modal analysis, static analysis, transient response analysis, and base driving response analysis. The forces used in these analyses to drive the mathematical model include SRM internal chamber pressure, nozzle blowout and side forces, shuttle vehicle lift-off dynamics, SRM pressure transient rise curve, gimbal forces and moments, actuator gimbal loads, and vertical and radial bolt preloads. The math model represented the SRM from the aft base tangent point (1,823.95 in) all the way back to the nozzle, where a simplified, tuned nozzle model was attached. The new design used the radial bolts as an additional feature to reduce the gap opening at the aft dome/nozzle fixed housing interface.

Christian, David C.↗

Combustion instability analysis for liquid propellant rocket engines

The multi-dimensional numerical model has been developed to analyze the nonlinear combustion instabilities in liquid-fueled engines. The present pressure-based approach can handle the implicit pressure-velocity coupling in a non-iterative way. The additional scalar conservation equations for the chemical species, the energy, and the turbulent transport quantities can be handled by the same predictor-corrector sequences. This method is time-accurate and it can be applicable to the all-speed, transient, multi-phase, and reacting flows. Special emphasis is given to the acoustic/vaporization interaction which may act as the crucial rate-controlling mechanism in the liquid-fueled rocket engines. The subcritical vaporization is modeled to account for the effects of variable thermophysical properties, non-unitary Lewis number in the gas-film, the Stefan flow effect, and the effect of transient liquid heating. The test cases include the one-dimenisonal fast transient non-reacting and reacting flows, and the multi-dimensional combustion instabilities encountered in the liquid-fueled rocket thrust chamber. The present numerical model successfully demonstrated the capability to simulate the fast transient spray-combusting flows in terms of the limiting-cycle amplitude phenomena, correspondence between combustion and acoustics, and the steep-fronted wave and flame propagation. The investigated parameters include the spray initial conditions, air-fuel mixture ratios, and the engine geometry. Stable and unstable operating conditions are found for the liquid-fueled combustors. Under certain conditions, the limiting cycle behavior of the combusting flowfields is obtained. The numerical results indicate that the spray vaporization processes play an important role in releasing thermal energy and driving the combustion instability.

Kim, Y. M.↗

NASA Accident Precursor Analysis Handbook, Version 1.0

Catastrophic accidents are usually preceded by precursory events that, although observable, are not recognized as harbingers of a tragedy until after the fact. In the nuclear industry, the Three Mile Island accident was preceded by at least two events portending the potential for severe consequences from an underappreciated causal mechanism. Anomalies whose failure mechanisms were integral to the losses of Space Transportation Systems (STS) Challenger and Columbia had been occurring within the STS fleet prior to those accidents. Both the Rogers Commission Report and the Columbia Accident Investigation Board report found that processes in place at the time did not respond to the prior anomalies in a way that shed light on their true risk implications. This includes the concern that, in the words of the NASA Aerospace Safety Advisory Panel (ASAP), "no process addresses the need to update a hazard analysis when anomalies occur" At a broader level, the ASAP noted in 2007 that NASA "could better gauge the likelihood of losses by developing leading indicators, rather than continue to depend on lagging indicators". These observations suggest a need to revalidate prior assumptions and conclusions of existing safety (and reliability) analyses, as well as to consider the potential for previously unrecognized accident scenarios, when unexpected or otherwise undesired behaviors of the system are observed. This need is also discussed in NASA's system safety handbook, which advocates a view of safety assurance as driving a program to take steps that are necessary to establish and maintain a valid and credible argument for the safety of its missions. It is the premise of this handbook that making cases for safety more experience-based allows NASA to be better informed about the safety performance of its systems, and will ultimately help it to manage safety in a more effective manner. The APA process described in this handbook provides a systematic means of analyzing candidate accident precursors by evaluating anomaly occurrences for their system safety implications and, through both analytical and deliberative methods used to project to other circumstances, identifying those that portend more serious consequences to come if effective corrective action is not taken. APA builds upon existing safety analysis processes currently in practice within NASA, leveraging their results to provide an improved understanding of overall system risk. As such, APA represents an important dimension of safety evaluation; as operational experience is acquired, precursor information is generated such that it can be fed back into system safety analyses to risk-inform safety improvements. Importantly, APA utilizes anomaly data to predict risk whereas standard reliability and PRA approaches utilize failure data which often is limited and rare.

Groen, Frank↗

Dissecting the AGN Disk-Jet System with Joint VLBI-Gaia Analysis

We analyze differences in positions of active galactic nuclei (AGNs) between Gaia data release 2 and very long baseline interferometry (VLBI) and compare the significant VLBI-to-Gaia offsets in more than 1000 objects with their jet directions. Remarkably at least three-fourths of the significant offsets are confirmed to occur downstream or upstream of the jet representing a genuine astrophysical effect. Introducing redshift and Gaia color into analysis can help distinguish between the contribution of the host galaxy, jet, and accretion disk emission. We find that strong optical jet emission at least 20-50 pc long is required to explain the Gaia positions located downstream fromVLBI ones. Offsets in the upstream direction of up to 2 mas are at least partly due to the dominant impact of the accretion disk on the Gaia coordinates and by the effects of the parsec-scale radio jet. The host galaxy was found not to play an important role in the detected offsets. BL Lacertae object and Seyfert 2 galaxies are observationally confirmed to have a relatively weak disk and consequently downstream offsets. The disk emission drives upstream offsets in a significant fraction of quasars and Seyfert 1 galaxies when it dominates over the jet in the optical band. The observed behavior of the different AGN classes is consistent with the unified scheme assuming varying contribution of the obscuring dusty torus and jet beaming.

Plavin, A. V.↗

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data. This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

Friction↗

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data. This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

Friction↗