Aerospace vehicle actuation systems studies
Aerospace vehicle actuator systems - fluid loop control system and electromechanical systems
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IMAGE: A computer code for generating picture-like images of aerospace vehicles
An independent geometry display program called IMAGE is presented. The use of the program permits the editing of geometric configurations and the monitoring of geometric perturbations.
Glatt, C. R.↗
Feasibility study of an Integrated Program for Aerospace vehicle Design (IPAD). Volume 4: IPAD system design
The computing system design of IPAD is described and the requirements which form the basis for the system design are discussed. The system is presented in terms of a functional design description and technical design specifications. The functional design specifications give the detailed description of the system design using top-down structured programming methodology. Human behavioral characteristics, which specify the system design at the user interface, security considerations, and standards for system design, implementation, and maintenance are also part of the technical design specifications. Detailed specifications of the two most common computing system types in use by the major aerospace companies which could support the IPAD system design are presented. The report of a study to investigate migration of IPAD software between the two candidate 3rd generation host computing systems and from these systems to a 4th generation system is included.
Goldfarb, W.↗
Technical communications in aerospace - An analysis of the practices reported by U.S. and European aerospace engineers and scientists
The flow of scientific and technical information (STI) at the individual, organizational, national, and international levels is studied. The responses of U.S and European aerospace engineers and scientists to questionnaires concerning technical communications in aerospace are examined. Particular attention is given to the means used to communicate information and the social system of the aerospace knowledge diffusion process. Demographic data about the survey respondents are provided. The methods used to communicate technical data and the sources utilized to solve technical problems are described. The importance of technical writing skills and the use of computer technology in the aerospace field are discussed. The derived data are useful for R&D and information managers in order to improve access to and utilization of aerospace STI.
Pinelli, Thomas E.↗
Development of a Prototype Simulation Executive with Zooming in the Numerical Propulsion System Simulation
A major difficulty in designing aeropropulsion systems is that of identifying and understanding the interactions between the separate engine components and disciplines (e.g., fluid mechanics, structural mechanics, heat transfer, material properties, etc.). The traditional analysis approach is to decompose the system into separate components with the interaction between components being evaluated by the application of each of the single disciplines in a sequential manner. Here, one discipline uses information from the calculation of another discipline to determine the effects of component coupling. This approach, however, may not properly identify the consequences of these effects during the design phase, leaving the interactions to be discovered and evaluated during engine testing. This contributes to the time and cost of developing new propulsion systems as, typically, several design-build-test cycles are needed to fully identify multidisciplinary effects and reach the desired system performance. The alternative to sequential isolated component analysis is to use multidisciplinary coupling at a more fundamental level. This approach has been made more plausible due to recent advancements in computation simulation along with application of concurrent engineering concepts. Computer simulation systems designed to provide an environment which is capable of integrating the various disciplines into a single simulation system have been proposed and are currently being developed. One such system is being developed by the Numerical Propulsion System Simulation (NPSS) project. The NPSS project, being developed at the Interdisciplinary Technology Office at the NASA Lewis Research Center is a 'numerical test cell' designed to provide for comprehensive computational design and analysis of aerospace propulsion systems. It will provide multi-disciplinary analyses on a variety of computational platforms, and a user-interface consisting of expert systems, data base management and visualization tools, to allow the designer to investigate the complex interactions inherent in these systems. An interactive programming software system, known as the Application Visualization System (AVS), was utilized for the development of the propulsion system simulation. The modularity of this system provides the ability to couple propulsion system components, as well as disciplines, and provides for the ability to integrate existing, well established analysis codes into the overall system simulation. This feature allows the user to customize the simulation model by inserting desired analysis codes. The prototypical simulation environment for multidisciplinary analysis, called Turbofan Engine System Simulation (TESS), which incorporates many of the characteristics of the simulation environment proposed herein, is detailed.
Reed, John A.↗
Numerical Propulsion System Simulation (NPSS): An Award Winning Propulsion System Simulation Tool
The Numerical Propulsion System Simulation (NPSS) is a full propulsion system simulation tool used by aerospace engineers to predict and analyze the aerothermodynamic behavior of commercial jet aircraft, military applications, and space transportation. The NPSS framework was developed to support aerospace, but other applications are already leveraging the initial capabilities, such as aviation safety, ground-based power, and alternative energy conversion devices such as fuel cells. By using the framework and developing the necessary components, future applications that NPSS could support include nuclear power, water treatment, biomedicine, chemical processing, and marine propulsion. NPSS will dramatically reduce the time, effort, and expense necessary to design and test jet engines. It accomplishes that by generating sophisticated computer simulations of an aerospace object or system, thus enabling engineers to "test" various design options without having to conduct costly, time-consuming real-life tests. The ultimate goal of NPSS is to create a numerical "test cell" that enables engineers to create complete engine simulations overnight on cost-effective computing platforms. Using NPSS, engine designers will be able to analyze different parts of the engine simultaneously, perform different types of analysis simultaneously (e.g., aerodynamic and structural), and perform analysis in a more efficient and less costly manner. NPSS will cut the development time of a new engine in half, from 10 years to 5 years. And NPSS will have a similar effect on the cost of development: new jet engines will cost about a billion dollars to develop rather than two billion. NPSS is also being applied to the development of space transportation technologies, and it is expected that similar efficiencies and cost savings will result. Advancements of NPSS in fiscal year 2001 included enhancing the NPSS Developer's Kit to easily integrate external components of varying fidelities, providing the initial Visual-Based Syntax (VBS) capability, and developing additional capabilities to support space transportation. NPSS was supported under NASA's High Performance Computing and Communications Program. Through the NASA/Industry Cooperative Effort agreement, NASA Glenn and its industry and Government partners are developing NPSS. The NPSS team consists of propulsion experts and software engineers from GE Aircraft Engines, Pratt & Whitney, The Boeing Company, Honeywell, Rolls-Royce Corporation, Williams International, Teledyne Continental Motors, Arnold Engineering Development Center, Wright Patterson Air Force Base, and the NASA Glenn Research Center. Glenn is leading the way in developing NPSS--a method for solving complex design problems that's faster, better, and cheaper.
Stauber, Laurel J.↗
Trends and pacing items in computational aerodynamics
A perspective is presented of trends in computational aerodynamics, and of important technology development items that pace future advanced applications. From a survey of AIAA Journal papers published during the past two decades, the growth trends and the progressively increasing emphasis on code development for viscous, compressible, turbulent flow are illustrated. These trends are reflected in the chronology of introduction by the aerospace industry of new computational methods in aircraft design. Key pacing items outlined are: automatic grid generation for nonlinear inviscid computations; advanced computers, improved efficiency of numerical methods, and improved turbulence models for Reynolds-averaged Navier-Stokes computations; advanced computers, time-dependent three-dimensional law-of-the-wall, code development, improved efficiency of numerical methods, and improved subgrid-scale turbulence modeling for large eddy simulations.
Chapman, D. R.↗
Markov reward processes
Numerous applications in the area of computer system analysis can be effectively studied with Markov reward models. These models describe the behavior of the system with a continuous-time Markov chain, where a reward rate is associated with each state. In a reliability/availability model, upstates may have reward rate 1 and down states may have reward rate zero associated with them. In a queueing model, the number of jobs of certain type in a given state may be the reward rate attached to that state. In a combined model of performance and reliability, the reward rate of a state may be the computational capacity, or a related performance measure. Expected steady-state reward rate and expected instantaneous reward rate are clearly useful measures of the Markov reward model. More generally, the distribution of accumulated reward or time-averaged reward over a finite time interval may be determined from the solution of the Markov reward model. This information is of great practical significance in situations where the workload can be well characterized (deterministically, or by continuous functions e.g., distributions). The design process in the development of a computer system is an expensive and long term endeavor. For aerospace applications the reliability of the computer system is essential, as is the ability to complete critical workloads in a well defined real time interval. Consequently, effective modeling of such systems must take into account both performance and reliability. This fact motivates our use of Markov reward models to aid in the development and evaluation of fault tolerant computer systems.
Smith, R. M.↗
Computations on Wings With Full-Span Oscillating Control Surfaces Using Navier-Stokes Equations
A dual-level parallel procedure is presented for computing large databases to support aerospace vehicle design. This procedure has been developed as a single Unix script within the Parallel Batch Submission environment utilizing MPIexec and runs MPI based analysis software. It has been developed to provide a process for aerospace designers to generate data for large numbers of cases with the highest possible fidelity and reasonable wall clock time. A single job submission environment has been created to avoid keeping track of multiple jobs and the associated system administration overhead. The process has been demonstrated for computing large databases for the design of typical aerospace configurations, a launch vehicle and a rotorcraft.
Equations↗
Management of CAD/CAM information: Key to improved manufacturing productivity
A key element to improved industry productivity is effective management of CAD/CAM information. To stimulate advancements in this area, a joint NASA/Navy/Industry project designated Integrated Programs for Aerospace-Vehicle Design (IPAD) is underway with the goal of raising aerospace industry productivity through advancement of technology to integrate and manage information involved in the design and manufacturing process. The project complements traditional NASA/DOD research to develop aerospace design technology and the Air Force's Integrated Computer-Aided Manufacturing (ICAM) program to advance CAM technology. IPAD research is guided by an Industry Technical Advisory Board (ITAB) composed of over 100 repesentatives from aerospace and computer companies. The IPAD accomplishments to date in development of requirements and prototype software for various levels of company-wide CAD/CAM data management are summarized and plans for development of technology for management of distributed CAD/CAM data and information required to control future knowledge-based CAD/CAM systems are discussed.
Fulton, R. E.↗
Management of CAD/CAM information: Key to improved manufacturing productivity
A key element to improved industry productivity is effective management of CAD/CAM information. To stimulate advancements in this area, a joint NASA/Navy/industry project designated Intergrated Programs for Aerospace-Vehicle Design (IPAD) is underway with the goal of raising aerospace industry productivity through advancement of technology to integrate and manage information involved in the design and manufacturing process. The project complements traditional NASA/DOD research to develop aerospace design technology and the Air Force's Integrated Computer-Aided Manufacturing (ICAM) program to advance CAM technology. IPAD research is guided by an Industry Technical Advisory Board (ITAB) composed of over 100 representatives from aerospace and computer companies.
Fulton, R. E.↗
Reducing the Time and Cost of Testing Engines
Producing a new aircraft engine currently costs approximately $1 billion, with 3 years of development time for a commercial engine and 10 years for a military engine. The high development time and cost make it extremely difficult to transition advanced technologies for cleaner, quieter, and more efficient new engines. To reduce this time and cost, NASA created a vision for the future where designers would use high-fidelity computer simulations early in the design process in order to resolve critical design issues before building the expensive engine hardware. To accomplish this vision, NASA's Glenn Research Center initiated a collaborative effort with the aerospace industry and academia to develop its Numerical Propulsion System Simulation (NPSS), an advanced engineering environment for the analysis and design of aerospace propulsion systems and components. Partners estimate that using NPSS has the potential to dramatically reduce the time, effort, and expense necessary to design and test jet engines by generating sophisticated computer simulations of an aerospace object or system. These simulations will permit an engineer to test various design options without having to conduct costly and time-consuming real-life tests. By accelerating and streamlining the engine system design analysis and test phases, NPSS facilitates bringing the final product to market faster. NASA's NPSS Version (V)1.X effort was a task within the Agency s Computational Aerospace Sciences project of the High Performance Computing and Communication program, which had a mission to accelerate the availability of high-performance computing hardware and software to the U.S. aerospace community for its use in design processes. The technology brings value back to NASA by improving methods of analyzing and testing space transportation components.
Source record↗
Computational Hemodynamics Involving Artificial Devices
This paper reports the progress being made towards developing complete blood flow simulation capability in human, especially, in the presence of artificial devices such as valves and ventricular assist devices. Devices modeling poses unique challenges different from computing the blood flow in natural hearts and arteries. There are many elements needed such as flow solvers, geometry modeling including flexible walls, moving boundary procedures and physiological characterization of blood. As a first step, computational technology developed for aerospace applications was extended in the recent past to the analysis and development of mechanical devices. The blood flow in these devices is practically incompressible and Newtonian, and thus various incompressible Navier-Stokes solution procedures can be selected depending on the choice of formulations, variables and numerical schemes. Two primitive variable formulations used are discussed as well as the overset grid approach to handle complex moving geometry. This procedure has been applied to several artificial devices. Among these, recent progress made in developing DeBakey axial flow blood pump will be presented from computational point of view. Computational and clinical issues will be discussed in detail as well as additional work needed.
Kwak, Dochan↗
Blood Pump Development Using Rocket Engine Flow Simulation Technology
This paper reports the progress made towards developing complete blood flow simulation capability in humans, especially in the presence of artificial devices such as valves and ventricular assist devices. Devices modeling poses unique challenges different from computing the blood flow in natural hearts and arteries. There are many elements needed to quantify the flow in these devices such as flow solvers, geometry modeling including flexible walls, moving boundary procedures and physiological characterization of blood. As a first step, computational technology developed for aerospace applications was extended to the analysis and development of a ventricular assist device (VAD), i.e., a blood pump. The blood flow in a VAD is practically incompressible and Newtonian, and thus an incompressible Navier-Stokes solution procedure can be applied. A primitive variable formulation is used in conjunction with the overset grid approach to handle complex moving geometry. The primary purpose of developing the incompressible flow analysis capability was to quantify the flow in advanced turbopump for space propulsion system. The same procedure has been extended to the development of NASA-DeBakey VAD that is based on an axial blood pump. Due to massive computing requirements, high-end computing is necessary for simulating three-dimensional flow in these pumps. Computational, experimental, and clinical results are presented.
Kwak, Dochan↗
The Fluid Dynamics Uncertainty Quantification Challenge Problem: XFOIL vs. MFOIL
Uncertainty quantification (UQ) has become more critical in aerospace engineering due to the growing dependence on computational tools for design optimization and performance analyses of aerospace vehicles. Even though the significance of UQ in assessing the credibility of computational analyses is well recognized, its costs and complexity impede its integration into standard practices, particularly in computational fluid dynamics (CFD) and other fluid analyses. This paper presents a UQ study for low-fidelity computational aerodynamics analyses with XFOIL and mfoil (i.e., the MATLAB version of XFOIL with several implementation modifications); these tools are utilized widely in both research and education. The main contributions of this paper are as follows: 1) improved precision in quantifying the uncertainty of the baseline Monte Carlo results used to benchmark surrogate modeling techniques for UQ, 2) quantification of the effect of the implementation differences between XFOIL and mfoil on solution quantities of interest (QoIs), such as lift and pitching moment coefficients, and 3) development of an open-source UQ library for use with XFOIL and mfoil, which has educational values and helps promote UQ for fluid analyses with aerospace applications. Results and discussions revolve around cases 1-4 of the challenge problem posed by the AIAA Fluid Dynamics Technical Committee’s Uncertainty Quantification Discussion Group (UQDG). In case 3, this work employs CFDverify, an open-source solution verification software, to quantify the discretization error and evaluate the extrapolated QoIs based on the grid convergence index (GCI). This UQ study differentiates itself from previous studies in the rigor of handling baseline Monte Carlo uncertainty and in including mfoil, which is a more accessible alternative to XFOIL. Finally, despite the growing computing power, low-fidelity computational tools remain valuable, such as for aerodynamic shape optimization at Mach numbers below 0.65 and low-to-mid Reynolds numbers.
Lay, Aidan S [University of Tennessee, Knoxville (↗
Aerodynamic optimization studies on advanced architecture computers
The approach to carrying out multi-discipline aerospace design studies in the future, especially in massively parallel computing environments, comprises of choosing (1) suitable solvers to compute solutions to equations characterizing a discipline, and (2) efficient optimization methods. In addition, for aerodynamic optimization problems, (3) smart methodologies must be selected to modify the surface shape. In this research effort, a 'direct' optimization method is implemented on the Cray C-90 to improve aerodynamic design. It is coupled with an existing implicit Navier-Stokes solver, OVERFLOW, to compute flow solutions. The optimization method is chosen such that it can accomodate multi-discipline optimization in future computations. In the work , however, only single discipline aerodynamic optimization will be included.
Chawla, Kalpana↗
Software Error Incident Categorizations in Aerospace
Since the first use of computers in space and aircraft, software errors have occurred. These errors can manifest as loss-of-life or less catastrophically. As the demand for automation increases, software in safety-critical systems should be designed to be tolerant to the most likely software faults. This paper categorizes historic aerospace software errors to determine trends of how and where automation is most likely to fail. A distinction between software producing wrong (erroneous) output versus no output (fail-silent) is introduced. Of the historical incidents analyzed, 87% were from software acting unexpectedly rather than simply stopping. Rebooting was found to be ineffective to clear erroneous behavior, and only partially effective for silent software. Errors were traced back to the software logic itself in 62% of cases, 13% within configurable data, and 25% introduced through input. Thirty percent (30%) of unexpected software behavior was caused by the absence of software and 20% was due to “unknown-unknowns”. These findings indicate that to achieve fault tolerance in safety-critical systems, backup strategies must be employed to detect and respond to erroneous software behavior beyond only fail-silent cases, and robust off-nominal testing should be performed to uncover unanticipated situations.
Software↗
Amateur Cleanrooms: Costs May Not Offset Benefits
Contamination and Coatings Branch During my career at NASA, I have encountered a variety of cleanroom systems. With many projects, cost pressures and lack of adequate facilities have forced the managers to resort to amateur cleanrooms to manufacture spacecraft and instruments. These rooms are usually spaces that have been used for other purposes that are converted to cleanroom, usually without the assistance of a contamination control specialist. Often, scientists and engineers are successful in converting an area for experimental use. However, when the area is used for production, countless difficulties are encountered. This paper will document some of the disasters that I have personally witnessed and offer some guidelines for contamination professionals to follow if you are called upon to assist in the development of new cleanrooms. Cleanroom come in all shapes and sizes from special purpose mini-environments (such as flow benches) to large, expansive production facilities. These areas may require a variety of unit operations to be carried out within a short range of each other. The design of the cleanroom should account for compatibilities of these operations to protect the product and personnel. The level of cleanliness has traditionally been associated with the method of ventilation. However, just because and =ea has HEPA filters and greater that 20 air changes per hour does not mean that it is a cleanroom. Airflow is extremely complex; the only way to properly design a cleanroom is through the use of a computer based model. In the aerospace industry, few engineered cleanrooms are modeled. Modeling has been perceived as expensive; however, modern programs and fast computers are changing perception. It is the lack of appreciation for how air flow and location within a cleanroom affects the product that causes most of the problems I have experienced. Currently, the rules defining the best air flow design practices are based on simplistic historical data that are often wrong. The performance of a cleanroom is defined by a set of complex interactions between the airflow, sources of contamination and heat, position of the air terminals and exhausts as well as the objects occupying the space in question. These subtleties are almost never appreciated in the setup of amateur cleanrooms (and sadly, in some engineered cleanroom as well). Experience with the room, measurement of air flows in the room, and black light inspections can be used to
Ramsey, W. Lawrence↗