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At least 145 records · Page 8

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NASA NTRS1992

Parameter and configuration study of the DSS-13 antenna drives

The effects of different elevation and azimuth drive configurations on DSS-13 antenna performance are presented as well as a study of gearbox stiffness and motor inertia. Small motor inertia and rigid gearboxes would improve the pointing accuracy up to a certain limit. The limit is imposed by critical values of gearbox stiffness and motor inertia introduced in the article. The critical values depend on the lowest structural frequency of the rate-loop model. The tracking performance can be improved by raising gearbox stiffness to the critical stiffness and reducing motor inertia to the critical inertia. An azimuth drive configuration with four driven wheels was also investigated. For the four-wheel drive configuration in azimuth, the cross-coupling effects are reduced and wind disturbance rejection properties improved. Pointing is improved substantially in the cross-elevation but is relatively unaffected in the elevation direction. More significant improvements can be achieved through either structural redesign (stiffening the structure) or new control algorithms or control concepts, which would eliminate the effect of flexible deformations on the antenna pointing accuracy. Although the study is performed for the DSS-13 antenna, the results can be extended for other DSN antennas.

Gawronski, W.↗

NASA NTRS1924

Relative efficiency of direct and geared drive propellers

This report is an extension of NACA-TR-168 and has been prepared for the National Advisory Committee for Aeronautics to show the relative values of various direct and geared drives. It is well known that in general a geared-down propeller has higher efficiency than a direct-drive propeller, but the literature on this subject does not present the data in such form that the aeronautical engineer can readily visualize the effect of gearing. This report has been prepared to show the actual net gain or loss in maximum efficiency due to the use of various modifications of the conventional two-bladed, direct-drive propeller. (author)

Diehl, Walter S↗

NASA NTRS1994

Power-Conserving Stepping-Motor Drive Circuits

Two improved drive circuits for sinusoidally commutated stepping motor include feedback loops reducing unnecessary consumption of power by reducing drive-current amplitude, I, when motor operates under light load. Basic design strategy attempts to supply only little more current than minimum needed to overcome friction in lightly loaded condition. In this sinusoidally commutated two-phase stepping motor, magnetic field generated by drive currents in phase-A and phase-B stator windings urges rotor toward commanded angle x.

Nola, Frank J.↗

NASA NTRS1993

Some VTOL head-up display drive-law problems and solutions

A piloted simulation test was conducted on the Ames Research Center's vertical motion simulator (VMS) in support of the Phase 2A flight test of NASA's V/STOL systems research aircraft (VSRA). During the simulation several problems were found with the head-up display (HUD) symbol drive laws and the flightpath synthesis. These problems and the solutions devised to solve them are described. Most of the resulting HUD drive-law changes were implemented during the simulation and their effectiveness was verified. Subsequently both the HUD symbol drive-law and flightpath-synthesis changes were implemented in the VSRA and tested successfully in the Phase 2A flight tests.

Merrick, Vernon K.↗

NASA NTRS1994

Hot gas ingestion effects on fuel control surge recovery and AH-1 rotor drive train torque spikes

This report summarizes the work accomplished through computer simulation to understand the impact of the hydromechanical turbine assembly (TA) fuel control on rocket gas ingestion induced engine surges on the AH-1 (Cobra) helicopter. These surges excite the lightly damped torsional modes of the Cobra rotor drive train and can cause overtorqueing of the tail rotor shaft. The simulation studies show that the hydromechanical TA control has a negligible effect on drive train resonances because its response is sufficiently attenuated at the resonant frequencies. However, a digital electronic control working through the TA control's separate, emergency fuel metering system has been identified as a solution to the overtorqueing problem. State-of-the-art software within the electronic control can provide active damping of the rotor drive train to eliminate excessive torque spikes due to any disturbances including engine surges and aggressive helicopter maneuvers. Modifications to the existing TA hydromechanical control are relatively minor, and existing engine sensors can be utilized by the electronic control. Therefore, it is concluded that the combination of full authority digital electronic control (FADEC) with hydromechanical backup using the existing TA control enhances flight safety, improves helicopter performance, reduces pilot workload, and provides a substantial payback for very little investment.

Tokarski, Frank↗

NASA NTRS1995

The effect of oblateness and gravity darkening on the radiation driving in winds from rapidly rotating B stars

We calculate the radiative driving force for winds around rapidly rotating oblate B stars, and we estimate the impact these forces should have on the production of a wind compressed disk. The effects of limb darkening, gravity darkening, oblateness, and an arbitrary wind velocity field are included in the computation of vector 'oblate finite disk' (OFD) factors, which depend on both radius and colatitude in the wind. The impact of limb darkening alone, with or without rotation, can increase the mass loss by as much as 10% over values computed using the standard uniformly bright spherical finite disk factor. For rapidly rotating stars, limb darkening makes 'sub-stellar' gravity darkening the dominant effect in the radial and latitudinal OFD factors, and lessens the impact of gravity darkening at other visible latitudes (nearer to the oblate limb). Thus, the radial radiative driving is generally stronger over the poles and weaker over the equator, following the gravity darkening at these latitudes. The nonradial radiative driving is considerably smaller in magnitude than the radial component, but is directed both away from the equatorial plane and in a retrograde azimuthal direction, acting to decrease the effective stellar rotation velocity. These forces thus weaken the equatorward wind compression compared to wind models computed with nonrotating finite disk factors.

Cranmer, Steven R.↗

NASA NTRS1997

Speed Sensorless Induction Motor Drives for Electrical Actuators: Schemes, Trends and Tradeoffs

For a decade, induction motor drive-based electrical actuators have been under investigation as potential replacement for the conventional hydraulic and pneumatic actuators in aircraft. Advantages of electric actuator include lower weight and size, reduced maintenance and operating costs, improved safety due to the elimination of hazardous fluids and high pressure hydraulic and pneumatic actuators, and increased efficiency. Recently, the emphasis of research on induction motor drives has been on sensorless vector control which eliminates flux and speed sensors mounted on the motor. Also, the development of effective speed and flux estimators has allowed good rotor flux-oriented (RFO) performance at all speeds except those close to zero. Sensorless control has improved the motor performance, compared to the Volts/Hertz (or constant flux) controls. This report evaluates documented schemes for speed sensorless drives, and discusses the trends and tradeoffs involved in selecting a particular scheme. These schemes combine the attributes of the direct and indirect field-oriented control (FOC) or use model adaptive reference systems (MRAS) with a speed-dependent current model for flux estimation which tracks the voltage model-based flux estimator. Many factors are important in comparing the effectiveness of a speed sensorless scheme. Among them are the wide speed range capability, motor parameter insensitivity and noise reduction. Although a number of schemes have been proposed for solving the speed estimation, zero-speed FOC with robustness against parameter variations still remains an area of research for speed sensorless control.

Elbuluk, Malik E.↗

NASA NTRS2001

SRS Computer Animation and Drive Train System

The spinning rocket simulator (SRS) is an ongoing project at Oral Roberts University. The goal of the SRS is to gather crucial data concerning a spinning rocket under thrust for the purpose of analysis and correction of the coning motion experienced by this type of spacecraft maneuver. The computer animation simulates a virtual, scale model of the component of the SRS that represents the spacecraft itself. This component is known as the (VSM), or virtual spacecraft model. During actual physical simulation, this component of the SRS will experience a coning. The goal of the animation is to cone the VSM within that range to accurately represent the motion of the actual simulator. The drive system of the SRS is the apparatus that turns the actual simulator. It consists of a drive motor, motor mount and chain to power the simulator into motion. The motor mount is adjustable and rigid for high torque application. A digital stepper motor controller actuates the main drive motor for linear acceleration. The chain transfers power from the motor to the simulator via sprockets on both ends.

Arthun, Daniel↗

NASA NTRS2001

Establishing a Geologic Baseline Of Cape Canaveral's Natural Landscape: Black Point Drive

The goal of this project is to identify the process responsible for the formation of geomorphic features in the Black Point Drive area of Merritt Island National Wildlife Refuge/Kennedy Space Center (MINWR/KSC), northwest Cape Canaveral. This study confirms the principal landscape components (geomorphology) of Black Point Drive reflect interaction between surficial sediments deposited in association with late-Quaternary sea-level highstands and the chemical evolution of late-Cenozoic subsurface limestone formations. The Black Point Drive landscape consists of an undulatory mesic terrain which dips westward into myriad circular and channel-like depression marshes and lakes. This geomorphic gradient may reflect: (1) spatial distinctions in the elevation, character or age of buried (pre-Miocene) limestone formations, (2) dissolution history of late-Quaternary coquina and/or (3) thickness of unconsolidated surface sediment. More detailed evaluation of subsurface data will be necessary before this uncertainty can be resolved.

Parkinson, Randall W.↗

NASA NTRS2002

New Geometry of Worm Face Gear Drives with Conical and Cylindrical Worms: Generation, Simulation of Meshing, and Stress Analysis

New geometry of face worm gear drives with conical and cylindrical worms is proposed. The generation of the face worm-gear is based on application of a tilted head-cutter (grinding tool) instead of application of a hob applied at present. The generation of a conjugated worm is based on application of a tilted head-cutter (grinding tool) as well. The bearing contact of the gear drive is localized and is oriented longitudinally. A predesigned parabolic function of transmission errors for reduction of noise and vibration is provided. The stress analysis of the gear drive is performed using a three-dimensional finite element analysis. The contacting model is automatically generated. The developed theory is illustrated with numerical examples.

Litvin, Faydor L.↗

NASA NTRS2002

Establishing A Geologic Baseline of Cape Canaveral''s Natural Landscape: Black Point Drive

The goal of this project is to identify the process responsible for the formation of geomorphic features in the Black Point Drive area of Merritt Island National Wildlife Refuge/Kennedy Space Center (MINWR/KSC), northwest Cape Canaveral. This study confirms the principal landscape components (geomorphology) of Black Point Drive reflect interaction between surficial sediments deposited in association with late-Quaternary sea-level highstands and the chemical evolution of late-Cenozoic sub-surface limestone formations. The Black Point Drive landscape consists of an undulatory mesic terrain which dips westward into myriad circular and channel-like depression marshes and lakes. This geomorphic gradient may reflect: (1) spatial distinctions in the elevation, character or age of buried (pre-Miocene) limestone formations, (2) dissolution history of late-Quaternary coquina and/or (3) thickness of unconsolidated surface sediment. More detailed evaluation of subsurface data will be necessary before this uncertain0 can be resolved.

Parkinson, Randall W.↗

NASA NTRS1987

Wall relaxation and the driving forces for cell expansive growth

When water uptake by growing cells is prevented, the turgor pressure and the tensile stress in the cell wall are reduced by continued wall loosening. This process, termed in vivo stress relaxation, provides a new way to study the dynamics of wall loosening and to measure the wall yield threshold and the physiological wall extensibility. Stress relaxation experiments indicate that wall stress supplies the mechanical driving force for wall yielding. Cell expansion also requires water absorption. The driving force for water uptake during growth is created by wall relaxation, which lowers the water potential of the expanding cells. New techniques for measuring this driving force show that it is smaller than believed previously; in elongating stems it is only 0.3 to 0.5 bar. This means that the hydraulic resistance of the water transport pathway is small and that rate of cell expansion is controlled primarily by wall loosening and yielding.

NASA Program Space Biology↗

NASA NTRS2006

Current Research Activities in Drive System Technology in Support of the NASA Rotorcraft Program

Drive system technology is a key area for improving rotorcraft performance, noise/vibration reduction, and reducing operational and manufacturing costs. An overview of current research areas that support the NASA Rotorcraft Program will be provided. Work in drive system technology is mainly focused within three research areas: advanced components, thermal behavior/emergency lubrication system operation, and diagnostics/prognostics (also known as Health and Usage Monitoring Systems (HUMS)). Current research activities in each of these activities will be presented. Also, an overview of the conceptual drive system requirements and possible arrangements for the Heavy Lift Rotorcraft program will be reviewed.

Handschuh, Robert F.↗

NASA NTRS2007

Drive System Research

An overview of the NASA Glenn Research Center Drive Systems Research will be presented. The primary purpose of this research is to improve performance, reliability, and integrity of aerospace drive systems and space mechanisms. The research is conducted through a combination of in-house, academia, and through contractors. Research is conducted through computer code development and validated through component and system testing. The drive system activity currently has four major thrust areas including: thermal behavior of high speed gearing, health and usage monitoring, advanced components, and space mechanisms.

Handschuh, Robert F.↗

NASA NTRS1981

Ceramic vane drive joint

A variable geometry gas turbine has an array of ceramic composition vanes positioned by an actuating ring coupled through a plurality of circumferentially spaced turbine vane levers to the outer end of a metallic vane drive shaft at each of the ceramic vanes. Each of the ceramic vanes has an end slot of bow tie configuration including flared end segments and a center slot therebetween. Each of the vane drive shafts has a cross head with ends thereof spaced with respect to the sides of the end slot to define clearance for free expansion of the cross head with respect to the vane and the cross head being configured to uniformly distribute drive loads across bearing surfaces of the vane slot.

Smale, Charles H.↗

NASA NTRS1989

Magnetic drive coupling

The driving (30) and driven (32) members of a magnetic drive (20) are separated by an enlarged gap (35) to provide clearance for a conduit (23) or other member. Flux pins (40) in the gap (35) maintain the torque transmitting capability of the drive (20). The spacing between two of the flux pins is increased to provide space for the conduit (23).

Carter, Edward L.↗

NASA NTRS2009

Circuit for Driving Piezoelectric Transducers

The figure schematically depicts an oscillator circuit for driving a piezoelectric transducer to excite vibrations in a mechanical structure. The circuit was designed and built to satisfy application-specific requirements to drive a selected one of 16 such transducers at a regulated amplitude and frequency chosen to optimize the amount of work performed by the transducer and to compensate for both (1) temporal variations of the resonance frequency and damping time of each transducer and (2) initially unknown differences among the resonance frequencies and damping times of different transducers. In other words, the circuit is designed to adjust itself to optimize the performance of whichever transducer is selected at any given time. The basic design concept may be adaptable to other applications that involve the use of piezoelectric transducers in ultrasonic cleaners and other apparatuses in which high-frequency mechanical drives are utilized. This circuit includes three resistor-capacitor networks that, together with the selected piezoelectric transducer, constitute a band-pass filter having a peak response at a frequency of about 2 kHz, which is approximately the resonance frequency of the piezoelectric transducers. Gain for generating oscillations is provided by a power hybrid operational amplifier (U1). A junction field-effect transistor (Q1) in combination with a resistor (R4) is used as a voltage-variable resistor to control the magnitude of the oscillation. The voltage-variable resistor is part of a feedback control loop: Part of the output of the oscillator is rectified and filtered for use as a slow negative feedback to the gate of Q1 to keep the output amplitude constant. The response of this control loop is much slower than 2 kHz and, therefore, does not introduce significant distortion of the oscillator output, which is a fairly clean sine wave. The positive AC feedback needed to sustain oscillations is derived from sampling the current through the piezoelectric transducer. This positive AC feedback, in combination with the slow feedback to the voltage-variable resistors, causes the overall loop gain to be just large enough to keep the oscillator running. The positive feedback loop includes two 16-channel multiplexers, which are not shown in the figure. One multiplexer is used to select the desired piezoelectric transducer. The other multiplexer, which is provided for use in the event that there are significant differences among the damping times of the 16 piezoelectric transducers, facilitates changing the value of one of the resistors in the positive-feedback loop to accommodate the damping time of the selected transducer.

Randall, David P.↗

NASA NTRS2010

Offset Compound Gear Drive

The Offset Compound Gear Drive is an in-line, discrete, two-speed device utilizing a special offset compound gear that has both an internal tooth configuration on the input end and external tooth configuration on the output end, thus allowing it to mesh in series, simultaneously, with both a smaller external tooth input gear and a larger internal tooth output gear. This unique geometry and offset axis permits the compound gear to mesh with the smaller diameter input gear and the larger diameter output gear, both of which are on the same central, or primary, centerline. This configuration results in a compact in-line reduction gear set consisting of fewer gears and bearings than a conventional planetary gear train. Switching between the two output ratios is accomplished through a main control clutch and sprag. Power flow to the above is transmitted through concentric power paths. Low-speed operation is accomplished in two meshes. For the purpose of illustrating the low-speed output operation, the following example pitch diameters are given. A 5.0 pitch diameter (PD) input gear to 7.50 PD (internal tooth) intermediate gear (0.667 reduction mesh), and a 7.50 PD (external tooth) intermediate gear to a 10.00 PD output gear (0.750 reduction mesh). Note that it is not required that the intermediate gears on the offset axis be of the same diameter. For this example, the resultant low-speed ratio is 2:1 (output speed = 0.500; product of stage one 0.667 reduction and stage two 0.750 stage reduction). The design is not restricted to the example pitch diameters, or output ratio. From the output gear, power is transmitted through a hollow drive shaft, which, in turn, drives a sprag during which time the main clutch is disengaged.

Stevens, Mark A.↗