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.
CePt crystallizes in the orthorhombic Cmcm space group. The structure is three-dimensional. Ce is bonded in a 7-coordinate geometry to seven equivalent Pt atoms. There are a spread of Ce–Pt bond distances ranging from 2.97–3.21 Å. Pt is bonded in a 7-coordinate geometry to seven equivalent Ce atoms.
Ten percent scale models of a Mach 2.2 two dimensional inlet and a Mach 2.0 axisymmetric inlet were tested in the NASA Lewis Research Center 8'x6' Supersonic Wind Tunnel as part of a cooperative effort with the McDonnell Aircraft Company. The objective of this effort was to test methods designed to increase the maneuvering performance of fighter aircraft inlets. Maneuvering improvement concepts were tested up to 40-deg angle of attack for Mach numbers of 0.6 and 0.9, and up to 25 deg for Mach numbers 1.2 and 1.4. Maneuvering improvement concepts included a rotating cowl lip, auxiliary inlets aft of the inlet throat, and a retracting centerbody for the axisymmetric inlet. Test results show that the rotating cowl design was effective in improving subsonic maneuvering performance for both inlets. Auxiliary inlets did not produce significant performance increases for either model. The retracted centerbody resulted in some performance benefits at high angles of attack. None of the maneuvering improvement concepts were effective at Mach 1.2 and 1.4.
The Cockpit Interface Control Document defines the hardware interfaces between the X-57 cockpit and subsystems. It provides locational and operational information in support of ground and flight operations with details on controls and displays that include Modes of Operation, Start-Up and Shut- Down Sequence diagrams and captures the current state of the MOD II Avionics Power Architecture. There is also preliminary information of the MOD III and MOD IV configurations. Microsoft PowerPoint was chosen for the document as early development required frequent meetings with multiple customers including aircraft operators (pilots), ground operations, support contractors and power, instrumentation, and human systems integration engineers and PowerPoint enabled presentations that could be quickly modified based on customer and developer interaction. One of the driving requirements for the cockpit design was to keep the left side panel as close the stock Tecnam panel as possible to reduce the failure risk of flight critical indicators. The original annunciator panel in the left side panel was modified to alert the pilot to failures in critical X-57 subsystems and an operator audio alert capability was added for these subsystems. Power-Up switches for the aircraft low voltage 13.8 VDC systems are located at the bottom of the left side panel and center panel, the same location as the stock Tecnam 13.8 VDC switches. The switches for energizing the high voltage system were located in the overhead panel to reduce the risk of inadvertently energizing the high voltage system during the low voltage power-up sequence. The Cruise Motor ARM switches were also located in the overhead panel and correspond to the same location as the stock Tecnam ignition switches. The stock Tecnam throttle levers and prop pitch levers were retained for the X-57. The throttle levers were renamed torque levers since they controlled the commanded torque to the cruise motors. The prop pitch levers provide a commanded RPM signal to an electronic prop pitch controller. X-57 specific displays, located in the right-side panel, are driven by dedicated sensors that monitor right and left side cruise motor RPM, right and left high voltage “Traction Bus” A and B (voltage, current and power) and the Avionics Bus DC converters (A and B) voltage and current. An X-57 Multi-Function Display (MFD) located in the center panel displays CAN Bus parameters. CAN Bus architecture is not certified for flight so these displays could not be used for safety critical information but were designed to be used for test point information only.
This report documents the two primary coordinate systems used on the X-57 project and their relationship. The coordinate systems (CS) are the Tecnam OEM CS and the X-57 Project CS. All project measurements, unless noted, are taken from the X-57 Project CS. Also, other important locations on the COTS aircraft and the X-57 composite wing are noted and documented. This report also documents the X-57 wing baseline location and other important geometric aspects of the wing. All dimensions are in inches unless otherwise noted.
Analysis document used for the X-57 project. Related to, and update of, a 2020 conference paper with STRIVES ID 20205010303.
The OPEN COG Grid project is a collaborative effort between LLNL, NREL, and Texas A&M University (TAMU) to develop synthetic power system datasets that (i) contain all technical information that would be available in a real system, allowing to conduct studies ranging from dynamic simulation to long term planning studies; ii) are accessible to researchers from the broader data sciences community, as oppossed to power system experts only; and (iii) This report summarizes the work conducted during the first 15 months of execution of the project. These activities encompassed: 1. Conduct a survey of existing open data sets and open source power systems simulators, their supported use cases, and accessibility (Chapter 1). 2. Define a new extensible specification for power system data, covering all parameters necessary for most computational use cases (Chapter 2). 3. Collecting real technical system data to complete missing parameters in existing open source datasets (Chapter 3). 4. Develop models that capture the behavior of emergent actors in power grids, neglected by existing datasets; aggregated residential demand response (Chapter 4) and demand response of cryptocurrency miners (Chapter 5). 5. Collect detailed spatial information on distributed energy resources, particular, solar photovoltaic facilities (Chapter 6). The following chapters provide detailed descriptions of these tasks, the assumptions taken, and their findings. In conducting these tasks, the project team produced: two (accepted) conference papers; one journal paper under submission; one draft journal paper pending submission; released one repository with the developed power system data specification, with documentation and examples; and one extended dataset for the Texas power grid under review for release. The team hopes these contributions will enhance access to power system data and remove barriers to the development of new computational techniques for power systems, particularly, those inspired by cognitive sciences.
The evolution of land mobile radio has reached a stage to benefit from satellite communications. The provision of a service on a pan-European basis makes the use of satellites a viable proposition. The paper describes the European position on both system and space segment aspects of the land mobile satellite service. Also, some of the functions of the European institutions, such as the European Telecommunications Standards Institute (ETSI), the Conference of European Postal and Telecommunications Administrations (CEPT), and the Commission of European Communities (CEC), in establishing these services are identified.
For the Orion Multi-Purpose Crew Vehicle (MPCV) project, NASA is minimizing the use of onboard diagnostics, especially external sensors that penetrate the structure. Nonetheless, there is a desire to measure the Thermal Protection System (TPS) recession during reentry. One noninvasive technique currently under investigation is the insertion of indicator metals into the heatshield at varied depths and spatial locations. A remote (airborne) spectrometer detects the emissions from the ionized metal to reveal the time (thus depth) of the metal release. Innovative processing enables the emission features from trace amounts of the selected metals to be reliably detected against the complex and structured spectral background of the shock layer and ablated TPS material. The con-cept has been proven viable through ground testing at NASA HyMETS and AHF arc jet facilities using the Orion TPS material (Avcoat). This presentation highlights the parametric testing that was conducted to select the optimal indicator metals and to assess the accuracy of remote recession measurements using this technique. The CONOPS for integrating the technique into the Orion flight tests is also presented. This includes the onboard indicator metal "seeded plugs" and the offboard airborne sensor platform that would be deployed.
A code-to-code comparison has been performed for high-fidelity simulations ofNASA’s six-passenger quadrotor air taxi con- cept vehicle. Themultidisciplinary simulations combine comprehensive rotorcraft dynamics with high-fidelity fluid dynamics obtained from an unsteady Navier-Stokes computational fluid dynamics code. The results are then compared with those in the literature. A quantitative comparison of converged trim angles has been performed and normal force, chord force, and pitching-moment coefficients arepresented for qualitativecomparison.
The X-57 Mod IV Avionics Power Analysis was developed to provide the design requirements for the X-57 Mod IV Avionics Power System. In the Mod IV configuration, twelve 13kW high lift motors and motor controllers are distributed along the leading edge of the Mod III carbon fiber wing to assist with lift during takeoff and landing. These motors are turned off during the cruise phase of the flight. A high voltage traction battery (460 VDC nominal) supplies power for the high lift motors. The Mod IV avionics power design uses the Mod II and Mod III power architecture as a baseline. Please see the Mod II Avionics Power Analysis (ANLYS-CEPT-020) for a description of the Mod II and Mod III avionics power design.
The X-57 Mod II Avionics Power Analysis was developed to provide the design requirements for the X-57 Avionics Power System. In the Mod II configuration, the two stock Tecnam P2006T Rotax engines are replaced with two electric motors. A high voltage traction battery (460 VDC nominal) supplies power for the motors. The Mod II avionics power design uses the stock Tecnam avionics power architecture as a baseline. The stock Tecnam power system utilizes three 12 VDC power sources, a battery and two alternators, to provided redundant avionics power. This redundancy was preserved in the X-57 avionics power architecture. A block diagram of the X-57 avionics system can be found in the “Mod II Architecture” worksheet of this documents. Since the X-57 electric motors do not have alternators or generators, two 13.8V DC Converters were added to replace the stock Tecnam alternators. Input power to these DC Converters is provide by the high voltage traction battery. The Tecnam stock lead acid battery was replaced with a Lithium Iron Phosphate (LiFePO4) battery. The Mod II Avionics Power Analysis provided the power requirements for the two 13.8V DC converters and the Lithium Iron Phosphate battery. Power requirement estimates for each subsystem used in this analysis were provided by manufacturer specifications, measured in the laboratory or provided by the subsystem design engineer. Typical power requirements and maximum power requirements were provided for each subsystem. The Mod II Avionics Power Systems consists of seven 13.8 VDC buses, two 28 VDC Buses and two 23 VDC buses. The avionics power requirements for Mod III configuration are the same as Mod II. The Mod III configuration replaces the stock Tecnam wing with a carbon fiber wing that is optimized for cruise conditions. The motors are located on the wingtips. The Mod IV Avionics Power Analysis is a separate analysis and is document number ANLYS-CEPT-032.
The field of Advanced Air Mobility (AAM) is witnessing a transformation with innovations such as electric aircraft and increasingly automated airspace operations. Within AAM, the Urban Air Mobility (UAM) con-cept focuses on providing air-taxi services in densely populated urban areas. This research introduces the utilization of Large Language Models (LLMs), such as OpenAI's GPT-4, to enhance the UAM Requirement discovery process. This study explores two distinct approaches to leverage LLMs in the context of UAM Requirement discovery. The first approach evaluates the LLM's ability to provide responses without relying on additional outside systems, such as a relational or graph database. Instead, a vector store provides relevant information to the LLM based on the user’s question, a process known as Retrieval Augmented Generation (RAG). The second approach integrates the LLM with a graph database. The LLM acts as an intermediary between the user and the graph database, translating user questions into cypher queries for the database and database responses into human-readable answers for the user. Our team implemented and tested both solutions to analyze require-ments within a UAM dataset. This paper will talk about our approaches, implementations, and findings related to both approaches.
The field of Advanced Air Mobility (AAM) is witnessing a transformation with innovations such as electric aircraft and increasingly automated airspace operations. Within AAM, the Urban Air Mobility (UAM) con-cept focuses on providing air-taxi services in densely populated urban areas. This research introduces the utilization of Large Language Models (LLMs), such as OpenAI's GPT-4, to enhance the UAM Requirement discovery process. This study explores two distinct approaches to leverage LLMs in the context of UAM Requirement discovery. The first approach evaluates the LLM's ability to provide responses without relying on additional outside systems, such as a relational or graph database. Instead, a vector store provides relevant information to the LLM based on the user’s question, a process known as Retrieval Augmented Generation (RAG). The second approach integrates the LLM with a graph database. The LLM acts as an intermediary between the user and the graph database, translating user questions into cypher queries for the database and database responses into human-readable answers for the user. Our team implemented and tested both solutions to analyze require-ments within a UAM dataset. This paper will talk about our approaches, implementations, and findings related to both approaches.