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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 1,441 records · Page 80
All sourcesNASA NTRSDOE OSTI
NASA NTRS1980

Constrained optimum trajectories with specified range

The characteristics of optimum fixed-range trajectories whose structure is constrained to climb, steady cruise, and descent segments are derived by application of optimal control theory. The performance function consists of the sum of fuel and time costs, referred to as direct operating costs (DOC). The state variable is range-to-go and the independent variable is energy. In this formulation a cruise segment always occurs at the optimum cruise energy for sufficiently large range. At short ranges (500 n. mi. and less) a cruise segment may also occur below the optimum cruise energy. The existence of such a cruise segment depends primarily on the fuel flow vs thrust characteristics and on thrust constraints. If thrust is a free control variable along with airspeed, it is shown that such cruise segments will not generally occur. If thrust is constrained to some maximum value in climb and to some minimum in descent, such cruise segments generally will occur. The performance difference between free thrust and constrained thrust trajectories has been determined in computer calculations for an example transport aircraft.

Erzberger, H.↗
NASA NTRS1981

Optimum climb and descent trajectories for airline missions

The characteristics of optimum fixed-range trajectories whose structure is constrained to climb, steady cruise, and descent segments are derived by application of optimal control theory. The performance function consists of the sum of fuel and time costs, referred to as direct operating cost (DOC). The state variable is range to go and the independent variable is energy. In this formulation a cruise segment always occurs at the optimum cruise energy for sufficiently large range. At short ranges (400 n. mi. and less), a cruise segment may also occur below the optimum cruise energy. The existence of such a cruise segment depends primarily on the fuel flow vs thrust characteristics and on thrust constraints. If thrust is a free control variable along with airspeed, it is shown that such cruise segments will not generally occur. If thrust is constrained to some maximum value in climb and to some minimum in descent, such cruise segments generally will occur.

Erzberger, H.↗
NASA NTRS1985

Plasma interaction experiment 2 (PIX 2): Laboratory and flight results

The Plasma Interaction Experiments 1 and 2 (PIX 1 and 2) were designed as first steps toward understanding interactions between high-voltage solar arrays and the surrounding plasma. The PIX 2 consisted of an approximately 2000-sq cm array divided into four equal segments. Each of the segments could be biased independently and the current measured separately. In addition to the solar array segments, PIX 2 had a hot-wire-filament electron emitter and a spherical Langmuir probe. The emitter was operated when the array segments were biased positively bove 125 V. Thermal electrons from the emitter aided in balancing the electron currents collected by the array. Laboratory and flight results of PIX 2 are presented. At high positive voltages on the solar array segments, the flight currents were approximately an order of magnitude larger than the ground test currents. This is attributed to the tank walls in the laboratory interfering with the electron currents to the array segments. From previous tests it is known that the tank walls limit the electron currents at high voltages. This was the first verification of the extent of the laboratory tank effect on the plasma coupling current.

Grier, N. T.↗
NASA NTRS1986

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is madeup of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗
NASA NTRS1987

Development of a takeoff performance monitoring system

Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.

Srivatsan, Raghavachari↗
NASA NTRS1987

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗
NASA NTRS1991

Columbus Programme (current status)

A description is presented for the Columbus Program. The Columbus program comprises a space segment, a ground segment, and operations preparation program, and a utilization preparation program. The space segment consist of three elements: an Attached Pressurized Module (APM); a Man Tended Free Flyer (MTFF); and a Polar platform (PPF). The ground segment is a program shared with other European programs such as Hermes, for communications, services, training and tracking facilities. The Operations preparation program focuses on preparing the ground segment for readiness for the launch of the space segment elements. And the Utilization preparation program includes definition of candidate payload facilities, initial payload selection and precursor flights (Eureca, Spacelab).

Source record↗
NASA NTRS1991

Quick application/release nut with engagement indicator (commercial application of an innovative nut design)

This is an assembly which permits a fastener to be inserted or removed from either side with an indicator of fastener engagement. The nut has a plurality of segments, preferably at least three segments, which are internally threaded, spring loaded apart by an internal spring, and has detents on opposite sides which force the nut segments into operative engagement with a threaded member when pushed in and release the segments for quick insertion or removal of the fastener when moved out. When the nut is installed, end pressure on the detents presses the nut segments into operative engagement with a threaded member where continued rotation locks the structure together with the detents depressed to indicate positive locking engagement of the nut. On removal, counterclockwise rotation relieves the endwise pressure on the detents, permitting internal springs to force the detents outward, allowing the nut segments to move outward and separate to permit quick removal of the fastener.

Wright, Jay M.↗
NASA NTRS1992

Quick application/release nut with engagement indicator

A composite nut is shown which permits a fastener to be inserted or removed from either side with an indicator of fastener engagement. The nut has a plurality of segments, preferably at least three segments, which are internally threaded, spring loaded apart by an internal spring, and has detents on opposite sides which force the nut segments into operative engagements with a threaded member when pushed in and release the segments for quick insertion or removal of the nut when moved out. When the nut is installed, end pressure on one of the detents presses the nut segments into operative engagement with a threaded member where continued rotation locks the structure together with the detents depressed to indicate positive locking engagement of the nut. On removal, counterclockwise rotation of the nut relieves the endwise pressure on the detents, permitting internal springs to force the detents outward and allowing the nut segments to move outward and separate to permit quick removal of the fastener.

Wright, Jay M.↗
NASA NTRS1992

A database of aerothermal measurements in hypersonic flow for CFD validation

This paper presents an experimental database selected and compiled from aerothermal measurements obtained on basic model configurations on which fundamental flow phenomena could be most easily examined. The experimental studies were conducted in hypersonic flows in 48-inch, 96-inch, and 6-foot shock tunnels. A special computer program was constructed to provide easy access to the measurements in the database as well as the means to plot the measurements and compare them with imported data. The database contains tabulations of model configurations, freestream conditions, and measurements of heat transfer, pressure, and skin friction for each of the studies selected for inclusion. The first segment contains measurements in laminar flow emphasizing shock-wave boundary-layer interaction. In the second segment, measurements in transitional flows over flat plates and cones are given. The third segment comprises measurements in regions of shock-wave/turbulent-boundary-layer interactions. Studies of the effects of surface roughness of nosetips and conical afterbodies are presented in the fourth segment of the database. Detailed measurements in regions of shock/shock boundary layer interaction are contained in the fifth segment. Measurements in regions of wall jet and transpiration cooling are presented in the final two segments.

Holden, M. S.↗
NASA NTRS1993

Yana ring structure, North-Eastern Siberia: A possible counterpart of coronae on Venus

An arch of Verkhoyansky Range in NE Siberia, Russia is considered as W and S parts of the rim of the large ring structure, referred hereafter as Yana Ring Structure (YRS). It has general appearance similar to coronae on Venus and could be considered as the terrestrial counter part of coronae. The structure is located between 63 and 70 deg N, 125 and 140 deg E. The outer diameter of YRS (between the rim feet) is 680-700 km. The rim crest diameter is 500-520 km. The inner diameters (between the inner feet of the rim) is 320-350 km. The rim of YRS consist of the following topographic features: W segment is Orulgan Range (N part of Verkhoyansky Range), SW and S segments consist of S part of Verkhoyansky Range, SE segment is Elginskoye Ploskogorye (Tableland), E segment is Chersky Range (its part W of Indigirka River), NE segment is Selennyakhsky Range, and NW segment is Kular Range. Inside this ring of mountains Yanskoye Ploskogorye (Tableland) is located. The circular outlines of YRS are marked with the large river valleys located outside: Lena River (lower of Aldan River mouth) is located W from YRS, Aldan River (lower of Amga River mouth) is from S, Indigirka River (between 64 and 67 deg N lat) is from E, and Selennyakh River (the part running N to S) is from NE. The ring patterns inside the mountaineous rim of YRS are marked with the tributaries of Yana River. The largest ring here, 300 km in diameter, consists of Bytangay (with Bellyakh) River at W, Nelgese and Derbeke Rivers at S/SE, and Tuostakh River at E. The typical altitudes of YRS mountain rim are 1000-2000 m. The maximal ones are: 2400 m in W part of the rim, 2300 m in S, 1600 m in SE, 2200-2500 m in E, and 1300-1500 m in N. The central part of YRS have typical altitudes of 400-600 m. There are lowlands with altitudes 50-200 m to the S, W, N, and NW outside YRS Oymyakonskoye Nagorye (Highland) is located SE of YRS at 500-1500 m altitudes. It should be recognized from this description YRS have a general appearance of circular highland with its central plateau located 1000-2000 m lower than surrounding mountain rim, but 300-400 m higher than plains of lowlands located outside the rim. Such topographic patterns are typical for coronae on Venus. The diameter of YRS is equal to the largest coronae on Venus. There are only 3 or 4 structures of such or larger size on the whole Venus. This calls to compare morphology and geologic evolution of YRS with morphology and models of coronae evolutions especially the largest ones, to search the similarities and/or differences in geologic histories of the structures on the Earth and Venus.

Burba, G. A.↗
NASA NTRS1993

Climbing robot

A mobile robot for traversing any surface consisting of a number of interconnected segments, each interconnected segment having an upper 'U' frame member, a lower 'U' frame member, a compliant joint between the upper 'U' frame member and the lower 'U' frame member, a number of linear actuators between the two frame members acting to provide relative displacement between the frame members, a foot attached to the lower 'U' frame member for adherence of the segment to the surface, an inter-segment attachment attached to the upper 'U' frame member for interconnecting the segments, a power source connected to the linear actuator, and a computer/controller for independently controlling each linear actuator in each interconnected segment such that the mobile robot moves in a caterpillar like fashion.

Kerley, James J.↗
NASA NTRS1994

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS2001

Compact Dexterous Robotic Hand

A compact robotic hand includes a palm housing, a wrist section, and a forearm section. The palm housing supports a plurality of fingers and one or more movable palm members that cooperate with the fingers to grasp and/or release an object. Each flexible finger comprises a plurality of hingedly connected segments, including a proximal segment pivotally connected to the palm housing. The proximal finger segment includes at least one groove defining first and second cam surfaces for engagement with a cable. A plurality of lead screw assemblies each carried by the palm housing are supplied with power from a flexible shaft rotated by an actuator and output linear motion to a cable move a finger. The cable is secured within a respective groove and enables each finger to move between an opened and closed position. A decoupling assembly pivotally connected to a proximal finger segment enables a cable connected thereto to control movement of an intermediate and distal finger segment independent of movement of the proximal finger segment. The dexterous robotic hand closely resembles the function of a human hand yet is light weight and capable of grasping both heavy and light objects with a high degree of precision.

Lovchik, Christopher Scott↗
NASA NTRS2005

Mechanically Resilient Polymeric Films Doped with a Lithium Compound

This invention is a series of mechanically resilient polymeric films, comprising rod-coil block polyimide copolymers, which are doped with a lithium compound providing lithium ion conductivity, that are easy to fabricate into mechanically resilient films with acceptable ionic or protonic conductivity at a variety of temperatures. The copolymers consists of short-rigid polyimide rod segments alternating with polyether coil segments. The rods and coil segments can be linear, branched or mixtures of linear and branched segments. The highly incompatible rods and coil segments phase separate, providing nanoscale channels for ion conduction. The polyimide segments provide dimensional and mechanical stability and can be functionalized in a number of ways to provide specialized functions for a given application. These rod-coil black polyimide copolymers are particularly useful in the preparation of ion conductive membranes for use in the manufacture of fuel cells and lithium based polymer batteries.

Mary Ann B Meador↗
NASA NTRS2005

Rod-Coil Block Polyimide Copolymers

This invention is a series of rod-coil block polyimide copolymers that are easy to fabricate into mechanically resilient films with acceptable ionic or protonic conductivity at a variety of temperatures. The copolymers consist of short-rigid polyimide rod segments alternating with polyether coil segments. The rods and coil segments can be linear, branched or mixtures of linear and branched segments. The highly incompatible rods and coil segments phase separate, providing nanoscale channels for ion conduction. The polyimide segments provide dimensional and mechanical stability and can be functionalized in a number of ways to provide specialized functions for a given application. These rod-coil black polyimide copolymers are particularly useful in the preparation of ion conductive membranes for use in the manufacture of fuel cells and lithium based polymer batteries.

Mary Ann B Meador↗
NASA NTRS1996

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS1991

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

Middleton, David B.↗