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At least 19 records

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NASA NTRS1994

Computer modeling of the sensitivity of a laser water vapor sensor to variations in temperature and air speed

Currently, there is disagreement among existing methods of determining atmospheric water vapor concentration at dew-points below -40 C. A major source of error is wall effects which result from the necessity of bringing samples into the instruments. All of these instruments also have response times on the order of seconds. NASA Langley is developing a water vapor sensor which utilizes the absorption of the infrared radiation produced by a diode laser to estimate water vapor concentration. The laser beam is directed through an aircraft window to a retroreflector located on an engine. The reflected beam is detected by an infrared detector located near the laser. To maximize signal to noise, derivative signals are analyzed. By measuring the 2f/DC signal and correcting for ambient temperature, atmospheric pressure and air speed (which results in a Doppler shifting of the laser beam), the water vapor concentration can be retrieved. Since this is an in situ measurement there are no wall effects and measurements can be made at a rate of more than 20 per second. This allows small spatial variations of water vapor to be studied. In order to study the sensitivity of the instrument to variations in temperature and air speed, a computer program which generated the 2f, 3f, 4f, DC and 2f/DC signals of the instrument as a function of temperature, pressure and air speed was written. This model was used to determine the effect of errors in measurement of the temperature and air speed on the measured water vapor concentration. Future studies will quantify the effect of pressure measurement errors, which are expected to be very small. As a result of these studied, a retrieval algorithm has been formulated, and will be applied to data taken during the PEM-West atmospheric science field mission. Spectroscopic studies of the water vapor line used by the instrument will be used to refine this algorithm. To prepare for these studies, several lasers have been studied to determine their output frequency range and power.

Tucker, George F.↗

NASA NTRS1985

Computer studies of hybrid slotted working sections with minimum steady interference at subsonic speeds

Currently there is renewed interest in the evaluation and reduction of steady wind tunnel wall interference, especially for large models. Evaluation of previous predictions for perforated and slotted tunnels suggests that a hybrid slotted tunnel (i.e., a slotted tunnel with closed slats and perforated slots) should offer minimum corrections for upwash, flow curvature and solid blockage. This suggestion is confirmed by the present computer studies of a range of rectangular hybrid slotted tunnels. The computer studies are for tunnel working section height to breadth ratios of 0.835 and 0.600 over the Mach number range from 0 to 0.85. Wings swept at 28 deg and 50 deg, with ratios of model span to tunnel breadth varying from 0 to 0.7, are considered. An idealized fuselage shape is used to predict solid and wake blockage corrections for the wall configurations selected on the basis of minimum upwash and curvature interference.

Mabey, D. G.↗

NASA NTRS1999

A Simple Two Aircraft Conflict Resolution Algorithm

Conflict detection and resolution methods are crucial for distributed air-ground traffic management in which the crew in the cockpit, dispatchers in operation control centers and air traffic controllers in the ground-based air traffic management facilities share information and participate in the traffic flow and traffic control imctions.This paper describes a conflict detection and a conflict resolution method. The conflict detection method predicts the minimum separation and the time-to-go to the closest point of approach by assuming that both the aircraft will continue to fly at their current speeds along their current headings. The conflict resolution method described here is motivated by the proportional navigation algorithm. It generates speed and heading commands to rotate the line-of-sight either clockwise or counter-clockwise for conflict resolution. Once the aircraft achieve a positive range-rate and no further conflict is predicted, the algorithm generates heading commands to turn back the aircraft to their nominal trajectories. The speed commands are set to the optimal pre-resolution speeds. Six numerical examples are presented to demonstrate the conflict detection and resolution method.

Chatterji, Gano B.↗

NASA NTRS2006

A Simple Two Aircraft Conflict Resolution Algorithm

Conflict detection and resolution methods are crucial for distributed air-ground traffic management in which the crew in, the cockpit, dispatchers in operation control centers sad and traffic controllers in the ground-based air traffic management facilities share information and participate in the traffic flow and traffic control functions. This paper describes a conflict detection, and a conflict resolution method. The conflict detection method predicts the minimum separation and the time-to-go to the closest point of approach by assuming that both the aircraft will continue to fly at their current speeds along their current headings. The conflict resolution method described here is motivated by the proportional navigation algorithm, which is often used for missile guidance during the terminal phase. It generates speed and heading commands to rotate the line-of-sight either clockwise or counter-clockwise for conflict resolution. Once the aircraft achieve a positive range-rate and no further conflict is predicted, the algorithm generates heading commands to turn back the aircraft to their nominal trajectories. The speed commands are set to the optimal pre-resolution speeds. Six numerical examples are presented to demonstrate the conflict detection, and the conflict resolution methods.

Chatterji, Gano B.↗

NASA NTRS2004

Filtering and Control of High Speed Motor Current in a Flywheel Energy Storage System

The NASA Glenn Research Center has been developing technology to enable the use of high speed flywheel energy storage units in future spacecraft for the last several years. An integral part of the flywheel unit is the three phase motor/generator that is used to accelerate and decelerate the flywheel. The motor/generator voltage is supplied from a pulse width modulated (PWM) inverter operating from a fixed DC voltage supply. The motor current is regulated through a closed loop current control that commands the necessary voltage from the inverter to achieve the desired current. The current regulation loop is the innermost control loop of the overall flywheel system and, as a result, must be fast and accurate over the entire operating speed range (20,000 to 60,000 rpm) of the flywheel. The voltage applied to the motor is a high frequency PWM version of the DC bus voltage that results in the commanded fundamental value plus higher order harmonics. Most of the harmonic content is at the switching frequency and above. The higher order harmonics cause a rapid change in voltage to be applied to the motor that can result in large voltage stresses across the motor windings. In addition, the high frequency content in the motor causes sensor noise in the magnetic bearings that leads to disturbances for the bearing control. To alleviate these problems, a filter is used to present a more sinusoidal voltage to the motor/generator. However, the filter adds additional dynamics and phase lag to the motor system that can interfere with the performance of the current regulator. This paper will discuss the tuning methodology and results for the motor/generator current regulator and the impact of the filter on the control. Results at speeds up to 50,000 rpm are presented.

Kenny, Barbara H.↗

NASA NTRS2014

Implementation and Initial Validation of a 100-Kilowatt Class Nested-Channel Hall Thruster

The X3 is a 100-kilowatt class nested-channel Hall thruster developed by the Plasmadynamics and Electric Propulsion Laboratory at the University of Michigan in collaboration with the Air Force Research Laboratory and NASA. The cathode, magnetic circuit, boron nitride channel rings, and anodes all required specific design considerations during thruster development, and thermal modeling was used to properly account for thermal growth in material selection and component design. A number of facility upgrades were required at the University of Michigan to facilitate operation of the X3. These upgrades included a re-worked propellant feed system, a completely redesigned power and telemetry break-out box, and numerous updates to thruster handling equipment. The X3 was tested on xenon propellant at two current densities, 37% and 73% of the nominal design value. It was operated to a maximum steady-state discharge power of 60.8 kilowatts. The tests presented here served as an initial validation of thruster operation. Thruster behavior was monitored with telemetry, photography and high-speed current probes. The photography showed a uniform plume throughout testing. At constant current density, reductions in mass flow rate of 18% and 26% were observed in the three-channel operating configuration as compared to the superposition of each channel running individually. The high-speed current probes showed that the thruster was stable at all operating points and that the channels influence each other when more than one is operating simultaneously. Additionally, the ratio of peak-to-peak AC-coupled discharge current oscillations to mean discharge current did not exceed 51% for any operating points reported here, and did not exceed 17% at the higher current density.

High Power↗

NASA NTRS1976

Arc discharge supply component protection circuitry

In a mercury-bombardment ion engine, the discharge supply is a high-current low-voltage one that maintains an arc or discharge inside the engine. In a 30-cm engine the supply provides up to 45 volts at about 13 amperes and is referenced at approximately 1100 volts above ground. Due to the engine discharge characteristics, a very slow feedback control loop is required. A high-speed current limit must be used to protect the components in the power conditioner, a pulse-width-modulated bridge inverter. A high-speed cycle-by-cycle current-limit circuit which allows the inverter to continue running in an overcurrent condition is used to protect it. The high-speed current sensing allows the inverter to be turned off each half cycle before the current in the primary of the inverter exceeds a safe level. This permits the inverter to continue to provide current into a discharge or a fault condition, until the feedback control system can actively control the current.

Ahrens, A. F.↗

NASA NTRS1988

Power conditioning for large dc motors for space flight applications

The design and performance of a prototype power-conditioning system for use with large brushless dc motors on NASA space missions are discussed in detail and illustrated with extensive diagrams, drawings, and graphs. The 5-kW 8-phase parallel module evaluated here would be suitable for use in the Space Shuttle Orbiter cargo bay. A current-balancing magnetic assembly with low distributed inductance permits high-speed current switching from a low-voltage bus as well as current balancing between parallel MOSFETs.

Veatch, Martin S.↗

NASA NTRS1994

Progress in Computational Aeroelasticity Using High Fidelity Flow and Structural Equations on Parallel Computers

Aeroelasticity which involves strong coupling of fluids, structures and controls is an important element in designing an aircraft. Computational aeroelasticity using low fidelity methods such as the linear aerodynamic flow equations coupled with the modal structural equations are well advanced. Though these low fidelity approaches are computationally less intensive, they are not adequate for the analysis of modern aircraft such as High Speed Civil Transport (HSCT) and Advanced Subsonic Transport (AST) which can experience complex flow/structure interactions. HSCT can experience vortex induced aeroelastic oscillations whereas AST can experience transonic buffet associated structural oscillations. Both aircraft may experience a dip in the flutter speed at the transonic regime. For accurate aeroelastic computations at these complex fluid/structure interaction situations, high fidelity equations such as the Navier-Stokes for fluids and the finite-elements for structures are needed. Computations using these high fidelity equations require large computational resources both in memory and speed. Current conventional supercomputers have reached their limitations both in memory and speed. As a result, parallel computers have evolved to overcome the limitations of conventional computers. This paper will address the transition that is taking place in computational aeroelasticity from conventional computers to parallel computers. The paper will address special techniques needed to take advantage of the architecture of new parallel computers. Results will be illustrated from computations made on iPSC/860 and IBM SP2 computer by using ENASERO code that directly couples the Euler/Navier-Stokes flow equations with high resolution finite-element structural equations.

Guruswamy, Guru P.↗

NASA NTRS1997

MFLOP to GFLOP: The Impact on High Fidelity Based Computational Aeroelasticity

Aeroelasticity which involves strong coupling of fluids, structures and controls is an important element in designing an aircraft. Computational aeroelasticity using low fidelity methods such as the linear aerodynamic flow equations coupled with the modal structural equations are well advanced. Though these low fidelity approaches are computationally less intensive, they are not adequate for the analysis of modern aircraft which can experience complex flow/structure interactions. Even at moderate angles of attack supersonic aircraft can experience vortex induced aeroelastic oscillations. Near transonic speeds buffet associated structural oscillations are possible. Aircraft flying in transonic regime may experience a dip in the flutter speed. For accurate aeroelastic computations at these complex fluid/structure interaction situations, high fidelity equations such as the Navier-Stokes for fluids and the finite-elements for structures are needed. Computations using these high fidelity equations require large computational resources both in memory and speed. Current conventional supercomputers have reached their limitations both in memory and speed. As a result, parallel computers have evolved to overco me the limitations of conventional computers. This paper will address the transition that is taking place in computational aeroelasticity from conventional computers to parallel computers. The paper will address special techniques needed to take advantage of the architecture of new parallel computers. Results will be illustrated from computations made on iPSC/860 and IBM SP2 computer by using ENSAERO code that directly couples the Euler/Navier-Stokes flow equations with high resolution finite-element structural equations. Modifications required in both fluids and structural solvers in order to run efficiently on parallel computers will be discussed. Implementation of moving grids and fluid/structural interface on parallel computers will be discussed.

Guruswamy, Guru P.↗

NASA NTRSDate not supplied

TPSAS-NF1676L-18030-DND

This study investigated the relative acceptance of different avionics implementations that present Flightdeck Interval Management (FIM) speeds and speed deviations to commercial pilots, and for indications of conditions that require action. Each crew evaluated four Avionics conditions: (1) Integrated in which the FIM target speed was presented in the upper left corner of the primary flight display (PFD) and speed profile deviation information was implicitly indicated as the deviation between current speed and an instantaneous speed profile bug on the PFD speed tape. In this Avionics condition, clearance information would have been entered, and could be referenced, on the FIM page in the MCDU. This page also gave a digital readout of speed profile deviation. Significant deviations from the speed profile triggered a message on the EICAS system. (2) EFB-Aft in which an aft-mounted EFB was used as the device housing the FIM algorithm and presented all the relevant information for the operation, including speed targets, speed deviation information, and all elements of the IM clearance. Significant deviations from the speed profile triggered messages on the same EFB display. (3) EFB-Fore in which the same information was presented as in the EFB-Aft condition, but the display was mounted in a more forward location, just under the outboard window. (4) EFB-Aft-AGD in which the EFB-Aft condition was augmented with the ADS-B Guidance Display (AGD). The AGD repeats the same FIM target speed and speed deviation information provided on the EFB. This study compares the efficacy of these Avionics Conditions as well as three methods of annunciating FIM events (a new speed, a reminder that a new speed occurred, and a deviation from the FIM speed profile), using only visual indications, visual indications and an aural for all events, or visual indications for all events plus an aural for speed deviations only. Results show clear preference for the Integrated condition and the use of aural indications. Other metrics of performance using these conditions and methods are mixed.

Kara Latorella↗

NASA NTRS1994

Fluid/Structure Interaction Studies of Aircraft Using High Fidelity Equations on Parallel Computers

Abstract Aeroelasticity which involves strong coupling of fluids, structures and controls is an important element in designing an aircraft. Computational aeroelasticity using low fidelity methods such as the linear aerodynamic flow equations coupled with the modal structural equations are well advanced. Though these low fidelity approaches are computationally less intensive, they are not adequate for the analysis of modern aircraft such as High Speed Civil Transport (HSCT) and Advanced Subsonic Transport (AST) which can experience complex flow/structure interactions. HSCT can experience vortex induced aeroelastic oscillations whereas AST can experience transonic buffet associated structural oscillations. Both aircraft may experience a dip in the flutter speed at the transonic regime. For accurate aeroelastic computations at these complex fluid/structure interaction situations, high fidelity equations such as the Navier-Stokes for fluids and the finite-elements for structures are needed. Computations using these high fidelity equations require large computational resources both in memory and speed. Current conventional super computers have reached their limitations both in memory and speed. As a result, parallel computers have evolved to overcome the limitations of conventional computers. This paper will address the transition that is taking place in computational aeroelasticity from conventional computers to parallel computers. The paper will address special techniques needed to take advantage of the architecture of new parallel computers. Results will be illustrated from computations made on iPSC/860 and IBM SP2 computer by using ENSAERO code that directly couples the Euler/Navier-Stokes flow equations with high resolution finite-element structural equations.

Guruswamy, Guru↗

NASA NTRS1992

SPEEDES - A multiple-synchronization environment for parallel discrete-event simulation

Synchronous Parallel Environment for Emulation and Discrete-Event Simulation (SPEEDES) is a unified parallel simulation environment. It supports multiple-synchronization protocols without requiring users to recompile their code. When a SPEEDES simulation runs on one node, all the extra parallel overhead is removed automatically at run time. When the same executable runs in parallel, the user preselects the synchronization algorithm from a list of options. SPEEDES currently runs on UNIX networks and on the California Institute of Technology/Jet Propulsion Laboratory Mark III Hypercube. SPEEDES also supports interactive simulations. Featured in the SPEEDES environment is a new parallel synchronization approach called Breathing Time Buckets. This algorithm uses some of the conservative techniques found in Time Bucket synchronization, along with the optimism that characterizes the Time Warp approach. A mathematical model derived from first principles predicts the performance of Breathing Time Buckets. Along with the Breathing Time Buckets algorithm, this paper discusses the rules for processing events in SPEEDES, describes the implementation of various other synchronization protocols supported by SPEEDES, describes some new ones for the future, discusses interactive simulations, and then gives some performance results.

Steinman, Jeff S.↗

NASA NTRS1921

A New Method of Testing in Wind Tunnels

Now, in existing wind tunnels, using a horsepower of 100 to 300, the models are generally made to a 1/10 scale and the speed is appreciably lower than the speeds currently attained by airplanes. The Reynolds number realized is thus 15 to 25 times smaller than that reached by airplanes in free flight, while the ratio of speed to the velocity of sound is between a third and three quarters of the true ratio. The necessary increases in either the diameter of the wind tunnel or the velocity of the airstream are too costly. However, the author shows that it is possible to have wind tunnels in which the Reynolds number will be greater than that now obtained by airplanes, and in which the ratio of the velocity to the velocity of sound will also be greater than that realized in practice, by employing a gas other than air, at a pressure and temperature different from those of the surrounding atmosphere. The gas is carbonic acid, a gas having a low coefficient of viscosity, high density, and a low ratio of specific heat. The positive results of using carbonic acid in wind tunnel tests are given.

Margoulis, W↗

NASA NTRS1987

Unique research challenges for high-speed civil transports

Market growth and technological advances are expected to lead to a generation of long-range transports that cruise at supersonic or even hypersonic speeds. Current NASA/industry studies will define the market windows in terms of time frame, Mach number, and technology requirements for these aircraft. Initial results indicate that, for the years 2000 to 2020, economically attractive vehicles could have a cruise speed up to Mach 6. The resulting research challenges are unique. They must be met with technologies that will produce commercially successful and environmentally compatible vehicles where none have existed. Several important areas of research were identified for the high-speed civil transports. Among these are sonic boom, takeoff noise, thermal management, lightweight structures with long life, unique propulsion concepts, unconventional fuels, and supersonic laminar flow.

Jackson, Charlie M., Jr.↗

NASA NTRS1988

Unique research challenges for high-speed civil transports

Jackson, Charlie M., Jr.↗

NASA NTRS1977

Study of the Brazil and Falkland currents using their images of Nimbus 5 and oceanographic data in 1972 - 1973

The Western Edge of the Sub-tropical Convergence of the South-western Atlantic Ocean, called the Front, which is a thermal discontinuity between the Brazil and Falkland Currents, was studied utilizing the Temperature Humidity Infrared Radiometer (THIR) of Nimbus V in the 10.5 to 12.5 micrometers channel and historical oceanographic data. Some important results obtained are: the oceanographic Front could be detected from Nimbus THIR data; oceanographic charts showed that the transition zone where the Brazil and the Falkland Currents meet was the Front detected from satellite data; ocean current speeds calculated with THIR data were of the same order of magnitude as those calculated oceanographically; fisheries statistics for Pargo Roseo showed that the maximum catches were in September of 1973, in the period when the Front was observed most distinctly and clearly. The results showed the great potentiality of satellite data to study surface thermal structures, surface currents and oceanic fisheries.

Tseng, Y. C.↗

NASA NTRS2000

Laboratory Study of Water Surface Roughness Generation by Wave-Current Interaction

Within the framework of this project, the blocking of waves by inhomogeneous currents was studied. A laboratory experiment was conducted in collaboration with Steven R. Long at the linear wave tank of the NASA Air-Sea Interaction Facility, Wallops Island, VA during May 1999. Mechanically-generated waves were blocked approximately 3m upstream from the wave paddle by an opposing current. A false bottom was used to obtain a spatially varying flow field in the measurement section of the wave tank. We used an imaging slope gauge, which was mounted directly underneath the sloping section of the false tank bottom to observe the wave field. For a given current speed, the amplitude and the frequency of the waves was adjusted so that the blocking occurred within the observed footprint. Image sequences of up to 600 images at up 100 Hz sampling rate were recorded for an area of approximately 25cm x 25cm. Unlike previous measurements with wave wire gauges, the captured image sequences show the generation of the capillary waves at the blocking point and give detailed insight into the spatial and temporal evolution of the blocking process. The image data were used to study the wave-current interaction for currents from 5 to 25 cm/s and waves with frequencies between 1 and 3 Hz. First the images were calibrated with regard to size and slope. Then standard Fourier techniques as well the empirical mode decomposition method developed by Dr. Norden Huang and Dr. Steven R. Long were employed to quantify the wave number downshift from the gravity to the capillary regime.

Klinke, Jochen↗