SEARCH · Engineering Papers
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Report discusses application of cepstral analysis to diagnosis of wear in ball-bearing cages in rotating machinery. Ball-cage vibrations and changes in vibrations symptomatic of wear is detected earlier in test than by more conventional methods based on strain-gauge measurements. Particularly useful in diagnoses of gearboxes and rolling-element bearing.
Reaction wheel vibration was found to induce out of specification sidebands on the carrier frequencies of some spacecraft components containing mechanical voltage control oscillators (VCOs). Concurrent investigations were performed to redesign the VCOs to reduce their response to the wheel vibration, and to design a reaction wheel isolation system to reduce the vibration input to the affected components. Component level tests indicated that both efforts provided viable solutions. The redesigned VCO will be incorporated into future spacecraft in the series, while affected spacecraft already in production will be retrofitted with the reaction wheel isolation system.
A new type of vibration damper for rotor systems was developed and tested. The damper contains electroviscous fluid which solidifies and provides Coulomb damping when an electric voltage is imposed across the fluid. The damping capacity is controlled by the voltage. The damper was incorporated in a flexible rotor system and found to be able to damp out high levels of unbalanced excitation. Other proven advantages include controllability, simplicity, and no requirement for oil supply. Still unconfirmed are the capabilities to eliminate critical speeds and to suppress rotor instabilities.
Experiments were performed on a passive tuned electromagnetic damper that could be used for damping rotor vibrations in cryogenic turbopumps for rocket engines. The tests were performed in a rig that used liquid nitrogen to produce cryogenic turbopump temperatures. This damper is most effective at cryogenic temperatures and is not a viable damper at room temperature. The unbalanced amplitude response of the rotor shaft was measured for undamped (baseline) and damped conditions at the critical speeds of the rotor (approx. 5900 to 6400 rpm) and the data were compared. The tests were performed for a speed range between 900 and 10 000 rpm. The tests revealed that the damper is very effective for damping single-mode narrow bandwidth amplitude response but is less effective in damping broadband response or multimode amplitude response.
The high-speed photographic investigation of the mechanics of spark-ignition engine knock recorded in three previous reports has been extended with use of the NACA high-speed camera and combustion apparatus with a piezoelectric pressure pickup in the combustion chamber. The motion pictures of knocking combustion were taken at the rate of 40,000 frames per second. Existence of the preknock vibrations in the engine cylinder suggested in Technical Report no.727 has been definitely proved and the vibrations have been analyzed both in the high-speed motion pictures and the pressure traces. Data are also included to show that the preknock vibrations do not progressively build up to cause knock. The effect of tetraethyl lead on the preknock vibrations has been studied and results of the tests are presented. Photographs are presented which in some cases clearly show evidence of autoignition in the end zone a considerable length of time before knock occurs.
Wavelet analysis allows processing of transient response data commonly encountered in vibration health monitoring tasks such as aircraft flutter testing. The Laplace wavelet is formulated as an impulse response of a single mode system to be similar to data features commonly encountered in these health monitoring tasks. A correlation filtering approach is introduced using the Laplace wavelet to decompose a signal into impulse responses of single mode subsystems. Applications using responses from flutter testing of aeroelastic systems demonstrate modal parameters and stability estimates can be estimated by correlation filtering free decay data with a set of Laplace wavelets.
This paper provides an overview of current vibration methods used to identify the health of helicopter transmission gears. The gears are critical to the transmission system that provides propulsion, lift and maneuvering of the helicopter. This paper reviews techniques used to process vibration data to calculate conditions indicators (CI s), guidelines used by the government aviation authorities in developing and certifying the Health and Usage Monitoring System (HUMS), condition and health indicators used in commercial HUMS, and different methods used to set thresholds to detect damage. Initial assessment of a method to set thresholds for vibration based condition indicators applied to flight and test rig data by evaluating differences in distributions between comparable transmissions are also discussed. Gear condition indicator FM4 values are compared on an OH58 helicopter during 14 maneuvers and an OH58 transmission test stand during crack propagation tests. Preliminary results show the distributions between healthy helicopter and rig data are comparable and distributions between healthy and damaged gears show significant differences.
This paper provides an overview of current vibration methods used to identify the health of helicopter transmission gears. The gears are critical to the transmission system that provides propulsion, lift and maneuvering of the helicopter. This paper reviews techniques used to process vibration data to calculate conditions indicators (CI's), guidelines used by the government aviation authorities in developing and certifying the Health and Usage Monitoring System (HUMS), condition and health indicators used in commercial HUMS, and different methods used to set thresholds to detect damage. Initial assessment of a method to set thresholds for vibration based condition indicators applied to flight and test rig data by evaluating differences in distributions between comparable transmissions are also discussed. Gear condition indicator FM4 values are compared on an OH58 helicopter during 14 maneuvers and an OH58 transmission test stand during crack propagation tests. Preliminary results show the distributions between healthy helicopter and rig data are comparable and distributions between healthy and damaged gears show significant differences.
A lighter, more robust airframe design is required to withstand the loading inherent to next generation non cylindrical commercial airliners. The Pultruded Rod Stitched Efficient Unitized Structure concept, a highly integrated composite design involving a stitched and co-cured substructure, has been developed to meet such requirements. While this structure has been shown to meet the demanding out-of-plane loading requirements of the flat-sided pressurized cabin design, there are concerns that the stiff co-cured details will result in relatively high acoustic radiation efficiencies at frequencies well below the thin skin acoustic coincidence frequency. To address this concern and establish a set of baseline vibroacoustic characteristics, a representative test panel was fabricated and a suite of tests were conducted that involved measurements of panel vibration and radiated sound power during point force and diffuse acoustic field excitations. Experimental results are shown and compared with Finite Element and Statistical Energy Analysis model predictions through the use of modal and energy correlation techniques among others. The behavior of the structure subject to turbulent boundary layer excitation is also numerically examined.
This paper describes the plans, flows, key facilities, components and equipment necessary to fully integrate, functionally test and qualify the Plankton, Aerosol, Cloud, ocean Ecosystem (PACE) Observatory. PACE is currently in the design phase of mission implementation. It is scheduled to launch in 2022, extending and improving NASA's twenty-year record of satellite observations of global ocean biology, aerosols and clouds. PACE will advance the assessment of ocean health by measuring the distribution of phytoplankton, which are small plants and algae that sustain the marine food web. It will also continue systematic records of key atmospheric variables associated with air quality and the Earth's climate. The PACE observatory is comprised of the spacecraft and three instruments, an Ocean Color Instrument (OCI) and two polarimeters, the Hyper-Angular Rainbow Polarimeter 2 (HARP2) and the Spectro-Polarimeter for Exploration (SPEXone). The spacecraft and the OCI, which is the primary instrument, are developed and integrated at the NASA Goddard Space Flight Center (GSFC). The OCI is a hyper-spectral scanning (HSS) radiometer designed to measure spectral radiances from the ultraviolet to shortwave infrared (SWIR) to enable advanced ocean color and heritage cloud and aerosol particle science. The HARP2 and SPEXone are secondary instruments on the PACE observatory, acquired outside of GSFC. The Hyper-Angular Rainbow Polarimeter instrument (HARP2) is a wide swath imaging polarimeter that is capable of characterizing atmospheric aerosols for purposes of sensor atmospheric correction as well as atmospheric science. The SPEXone provides atmospheric aerosol and cloud data at high temporal and spatial resolution. This paper will focus on the Integration and Test (I&T) activities for the PACE mission at NASA GSFC. This I&T phase consists of mechanical, electrical and thermal integration and test of all the spacecraft subsystems and the integration of the instruments with the spacecraft. The PACE observatory environmental tests include electromagnetic interference (EMI)/electromagnetic compatibility (EMC), vibration, acoustics, shock, thermal balance, thermal vacuum, mass properties and center of gravity. This paper will also discuss the observatory shipment to the launch site as well as the launch site processing.
Cassini is a robotic spacecraft currently under development at the Jet Propulsion Laboratory (JPL) whose interplanetary scientific mission is to explore Saturn, its rings, and its moons. Cassini is scheduled to launce on a Titan IV rocket with a Centaur upper stage booster, and will be protected during ascent through the atmosphere by a lightweight aluminum payload fairing (PLF).
Heat flux sensors were used to characterize the performance of insulation on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER), a large-scale test article designed to simulate upper stage cryogenic propellant tank thermal performance in simulated space environments. Usually, the insulation heat loads are derived from calculations removing all other heat sources and attributing the residual heat load to the insulation system. Testing for SHIIVER included the tank being just insulated with spray-on-foam insulation as well as covering the domes with multilayer insulation while leaving the barrel section insulated with spray-on-foam. Heat flux sensors were located at multiple locations on both domes as well as on the barrel section of the tank. Results from the SHIIVER testing using the heat flux sensors are compared to other calculated heat inputs for both liquid nitrogen and liquid hydrogen testing as a function of tank fill level. Further investigation into the transient nature of the SHIIVER testing including the heat flux sensors provided insight into heat flow patterns that may not have been otherwise seen using temperature sensors and calculated insulation heat loads. While the demonstrated uncertainties in the absolute values in the heat flux sensors are high, the values and the trends match well with other calculation methods. The results of SHIIVER allow for the use of heat flux sensors for measurements of insulation performance and dynamic system thermal response for future applications.
ABSTRACT: Heat flux sensors were used to characterize the performance of insulation on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER), a large-scale test article designed to simulate upper stage cryogenic propellant tank thermal performance in simulated space environments. Usually, the insulation heat loads are derived from calculations removing all other heat sources and attributing the residual heat load to the insulation system. Testing for SHIIVER included the tank being just insulated with spray-on-foam insulation as well as covering the domes with multilayer insulation while leaving the barrel section insulated with spray-on-foam. Heat flux sensors were located at multiple locations on both domes as well as on the barrel section of the tank. Results from the SHIIVER testing using the heat flux sensors are compared to other calculated heat inputs for both liquid nitrogen and liquid hydrogen testing as a function of tank fill level. Further investigation into the transient nature of the SHIIVER testing including the heat flux sensors provided insight into heat flow patterns that may not have been otherwise seen using temperature sensors and calculated insulation heat loads. While the demonstrated uncertainties in the absolute values in the heat flux sensors are high, the values and the trends match well with other calculation methods. The results of SHIIVER allow for the use of heat flux sensors for measurements of insulation performance and dynamic system thermal response for future applications.
Power generation from vortex induced vibration (VIV) is an emerging field with new technologies that are just beginning to be field tested. In this TEAMER project, WITT Energy will be field testing the power production of its pendulum system in two different configurations to evaluate its performance. The amount of power produced by a VIV instrument depend on the frequency at which it vibrates. The vibrational frequency is controlled by the device shape and its interaction with the flow velocity. Computer models are used to predict vibration frequencies as a function of flow velocity but they may be inaccurate due to complicated bathymetry and bottom roughness that is not captures by the models. This project will test the WITT VIV device in the Sequim Bay channel over a range of tidal velocities. Two tests will be completed with different pipe lengths that are expected to vary the vibrational frequency and therefore the power produced. PNNL will use an acoustic doppler current profiler (ADCP) to monitor the flow conditions during the tests. These tests will help WITT Energy evaluate how closely field operations follow computer model predictions and how best to configure their device for electricity production.
This paper describes the plans, flows, key facilities, components and equipment necessary to fully integrate, functionally test, qualify and calibrate the L’Ralph instrument on the Lucy observatory. Lucy is currently in the final design and fabrication phase (phase C) of mission development. It is scheduled to launch out of Cape Canaveral, Florida, in October 2021. Lucy will be the first space mission to study the Trojan asteroids associated with Jupiter, that are thought to be remnants of the primordial material that formed the outer planets. Lucy will fly by and carry out remote sensing on six different Trojan asteroids. The mission takes its name from the fossilized human ancestor (called “Lucy” by her discoverers) whose skeleton provided unique insight into humanity's evolution. Likewise, the Lucy mission will revolutionize our knowledge of planetary origins and the formation of the solar system. L’Ralph is one of the instruments on Lucy and it is provided by the NASA Goddard Space Flight Center (GSFC). L’Ralph is a combined multi-band visible imager (the Multi-spectral Visible Imaging Camera, MVIC, 0.4-0.85 microns) and wedge-filter infrared spectrometer (Linear Etalon Imaging Spectral Array, LEISA, 1-3.6 microns). LEISA will allow the team to look for the absorption lines that serve as the fingerprints for different silicates, ices and organics that likely will be on the surface of the Trojan asteroids. MVIC will take color images of the Trojan asteroid targets, and help determine how active they are. This paper will focus on the Integration and Test (I&T) activities for L’Ralph while it is at the NASA GSFC. L’Ralph has two assemblies, the telescope detector assembly (TDA) and main electronics box (MEB). The TDA is a single telescope feeding two focal planes, MVIC and LEISA. L’Ralph integration consists of assembly and alignment of the telescope, electronics box integration, thermal systems integration and the final assembly and testing. This I&T phase will be followed by the L’Ralph calibration and characterization, environmental tests which include electromagnetic interference (EMI)/electromagnetic compatibility (EMC), vibration with sine sweep, acoustics, shock, thermal balance, thermal vacuum, mass properties and center of gravity determination. This paper will briefly discuss L’Ralph shipment and delivery to the spacecraft vendor for observatory level I&T as well as some launch preparation activities.
A linear dc motor (LDCM) has been proposed as an actuator for the COFS I mast and the COFS program ground test Mini-Mast. The basic principles of operation of the LDCM as an actuator for vibration suppression in large flexible structures are reviewed. Because of force and stroke limitations, control loops are required to stabilize the actuator, which results in a non-standard actuator-plant configuration. A simulation model that includes LDCM actuator control loops and a finite element model of the Mast is described, with simulation results showing the excitation capability of the actuator.
Higher Harmonic Control reduces helicopter airframe vibration through the exercise of rotor blade pitch control at frequencies that are higher harmonics of rotor rotation. Analysis wind tunnel tests and flight tests of this technology with an OH-6A helicopter have led to vibration reduction levels of the order of more than 80 percent. Blade feathering capability at rotor speed harmonics other than the first also promises the improvement of such rotor characteristics as acoustics, aerodynamic efficiency and ground resonance.
An advanced high-speed fan was recently designed under a cooperative effort between the NASA Glenn Research Center and Honeywell Engines & Systems. The principal design goals were to improve performance and to reduce fan noise at takeoff. Scale models of the Quiet High-Speed Fan were tested for operability, performance, and acoustics. During testing, the fan showed significantly improved noise characteristics, but a self-excited aeroelastic vibration known as flutter was encountered in the operating range. Flutter calculations were carried out for the Quiet High-Speed Fan using a three-dimensional, unsteady aerodynamic, Reynolds-averaged Navier-Stokes turbomachinery code named "TURBO." The TURBO code can accurately model the viscous flow effects that can play an important role in various aeroelastic problems such as flutter with flow separation, flutter at high loading conditions near the stall line (stall flutter), and flutter in the presence of shock and boundary-layer interaction. Initially, calculations were performed with no blade vibrations. These calculations were at a constant rotational speed and a varying mass flow rate. The mass flow rate was varied by changing the backpressure at the exit boundary of the computational domain. These initial steady calculations were followed by aeroelastic calculations in which the blades were prescribed to vibrate harmonically in a natural mode, at a natural frequency, and with a fixed interblade phase angle between adjacent blades. The AE-prep preprocessor was used to interpolate the in-vacuum mode shapes from the structural dynamics mesh onto the computational fluid dynamics mesh and to smoothly propagate the grid deformations from the blade surface to the interior points of the grid. The aeroelastic calculations provided the unsteady aerodynamic forces on the blade surface due to blade vibrations. These forces were vector multiplied with the structural dynamic mode shape to calculate the work done on the blade during one vibration period, then this result was converted to an aerodynamic damping. Flutter occurs when the aerodynamic damping becomes negative, if structural damping is ignored. The results of these aeroelastic calculations are summarized in this plot of aerodynamic damping versus mass flow rate at a constant rotational speed. As the backpressure is increased, the mass flow rate through the fan decreases and the fan operating point moves towards the stall line. The aeroelastic calculations showed that the aerodynamic damping decreases as the stall line is approached, as observed during testing. In addition, the aeroelastic calculations with the TURBO code correctly predicted the aeroelastic parameters: the most unstable vibration mode and interblade phase angle, as observed during testing. The Quiet High-Speed Fan demonstrated significant noise reductions during testing, but flutter imposed limits on its operating range. The accurate calculation of the aeroelastic characteristics using the TURBO code is a significant step toward eliminating flutter from the operating range and toward realizing the benefits of reduced fan noise. The aeroelastic calculations described here were performed under a grant by University of Toledo researchers in collaboration with Glenn's researchers.