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NASA NTRS1999

Transonic Flutter Suppression Control Law Design, Analysis and Wind-Tunnel Results

The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using (1) classical, (2) linear quadratic Gaussian (LQG), and (3) minimax techniques are described. A unified general formulation and solution for the LQG and minimax approaches, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf. The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.

Mukhopadhyay, Vivek↗

NASA NTRS1999

Transonic Flutter Suppression Control Law Design, Analysis and Wind-Tunnel Results

The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using classical, and minimax techniques are described. A unified general formulation and solution for the minimax approach, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf. The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.

Mukhopadhyay, Vivek↗

NASA NTRS1999

Transonic Flutter Suppression Control Law Design Using Classical and Optimal Techniques with Wind-Tunnel Results

Mukhopadhyay, Vivek↗

NASA NTRS1971

Preparation, verification, and operational control of a large space-environment-simulation chamber for contamination sensitive tests

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Visentine, J. T.↗

NASA NTRS1989

Adaptive Strategies for Controls of Flexible Arms

An adaptive controller for a modern manipulator has been designed based on asymptotical stability via the Lyapunov criterion with the output error between the system and a reference model used as the actuating control signal. Computer simulations were carried out to test the design. The combination of the adaptive controller and a system vibration and mode shape estimator show that the flexible arm should move along a pre-defined trajectory with high-speed motion and fast vibration setting time. An existing computer-controlled prototype two link manipulator, RALF (Robotic Arm, Large Flexible), with a parallel mechanism driven by hydraulic actuators was used to verify the mathematical analysis. The experimental results illustrate that assumed modes found from finite element techniques can be used to derive the equations of motion with acceptable accuracy. The robust adaptive (modal) control is implemented to compensate for unmodelled modes and nonlinearities and is compared with the joint feedback control in additional experiments. Preliminary results show promise for the experimental control algorithm.

Yuan, Bau-San↗

NASA NTRS2004

Manual Manipulation of Engine Throttles for Emergency Flight Control

If normal aircraft flight controls are lost, emergency flight control may be attempted using only engines thrust. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. Flight test and simulation results on many airplanes have shown that pilot manipulation of throttles is usually adequate to maintain up-and-away flight, but is most often not capable of providing safe landings. There are techniques that will improve control and increase the chances of a survivable landing. This paper reviews the principles of throttles-only control (TOC), a history of accidents or incidents in which some or all flight controls were lost, manual TOC results for a wide range of airplanes from simulation and flight, and suggested techniques for flying with throttles only and making a survivable landing.

Burcham, Frank W., Jr.↗

NASA NTRS1992

Piloted simulation evaluation of pitch control designs for highly augmented STOVL aircraft

Analyses of design variations on a pitch axis stabilization and command augmentation system (SCAS) for a STOVL fighter aircraft are performed in a moving base simulation experiment. The primary goal of this study is to determine if turbulence-induced control activity could be reduced by modifying SCAS parameters while keeping the response-to-command characteristics of the baseline system that provide Level 1 flying qualities. Pilot ratings and control utilization statistics for the baseline system are in agreement with similar data gathered in a prior simulation test involving the same aircraft and control system.

Engelland, S. A.↗

NASA NTRS1995

Efficient eigenvalue assignment by state and output feedback with applications for large space structures

The erection and deployment of large flexible structures having thousands of degrees of freedom requires controllers based on new techniques of eigenvalue assignment that are computationally stable and more efficient. Scientists at NASA Langley Research Center have developed a novel and efficient algorithm for the eigenvalue assignment of large, time-invariant systems using full-state and output feedback. The objectives of this research were to improve upon the output feedback version of this algorithm, to produce a toolbox of MATLAB functions based on the efficient eigenvalue assignment algorithm, and to experimentally verify the algorithm and software by implementing controllers designed using the MATLAB toolbox on the phase 2 configuration of NASA Langley's controls-structures interaction evolutionary model, a laboratory model used to study space structures. Results from laboratory tests and computer simulations show that effective controllers can be designed using software based on the efficient eigenvalue assignment algorithm.

Vannell, Eric C.↗

NASA NTRS1982

Development and flight evaluation of an augmented stability active controls concept: Executive summary

A pitch active control system (PACS) was developed and flight tested on a wide body jet transport (L-1011) with a flying horizontal stabilizer. Two dual channel digital computers and the associated software provide command signals to a dual channel series servo which controls the stabilizer power actuators. Input sensor signals to the computer are pitch rate, column trim position, and dynamic pressure. Control laws are given for the PACS and the system architecture is defined. Discussions are given regarding piloted flight simulation and vehicle system simulation and vehicle system simulation tests that are performed to verify control laws and system operation prior to installation on the aircraft. Modifications to the basic aircraft included installation of the PACS, addition of a c.g. management system to provide a c.g. range from 25 to 39% mac, and downrigging of the geared elevator to provide the required nose down control authority for aft c.g. flight test conditions. Three pilots used the Cooper-Harper Rating Scale to judge flying qualities of the aircraft with PACS on and off. The handling qualities with the c.g. at 39% mac (41% stability margin) and PACS operating were judged to be as good as the handling qualities with the c.g. at 25% mac (+15% stability margin) and PACS off.

Guinn, W. A.↗

NASA NTRS1973

A study of vertical motion requirements for landing simulation

Tests were conducted to determine the significance of vertical acceleration cues in the simulation of the visual approach and landing maneuver. Landing performance measures were obtained for four subject pilots operating a visual landing simulation mechanized in the Ames Height Control Test Apparatus, a device that provides up to plus or minus 40 ft of vertical motion. Test results indicate that vertical motion cues are utilized in the landing task, and that they are particularly important in the simulation of aircraft with marginal longitudinal-handling qualities. To assure vertical motion cues of the desired fidelity in the landing task, it appears, that a simulator must have excursion capabilities of at least 20 ft in either direction.

Bray, R. S.↗

NASA NTRS2019

Reduced Order Modeling for Transonic Aeroservoelastic Control Law Development

As aircraft become more flexible, aeroelastic considerations become increasingly important and complex, particularly for transonic flight where nonlinearities in the flow render linear analysis tools less effective. In order to analyze these aeroelastic interactions between the fluid and the structure efficiently, reduced order models (ROMs) are sometimes generated from and used in place of computational fluid dynamics solutions. In this paper, several aerodynamic ROMs are generated and coupled with structural models to form aeroelastic ROMs. The aerodynamic ROMs generated here include the effects of control surface motion. Hence, the aeroelastic ROMs presented here are appropriate for use in aeroservoelastic applications and are intended to be used for aeroservoelastic control law development. These ROMs are used to simulate a number of test cases with and without control surface involvement. Results show that several of the ROMs generated in the paper are able to predict results similar to solutions of higher-order computational methods.

Waite, Josiah M.↗

NASA NTRS1984

Development of an advanced pitch active control system and a reduced area horizontal tail for a wide-body jet aircraft

The development of an advanced pitch active control system (PACS) and a reduced area horizontal tail for a wide-body jet transport (L-1011) with a flying horizontal stabilizer is discussed. The advanced PACS control law design objectives were to provide satisfactory handling qualities for aft c.g. flight conditions to negative static stability margins of 10 percent and to provide good maneuver control column force gradients for nonlinear stability flight conditions. Validity of the control laws were demonstrated by piloted flight simulation tests on the NASA Langley Visual Motion Simulator. Satisfactory handling qualities were actually demonstrated to a negative 20 percent static stability margin. The PACS control laws were mechanized to provide the system architecture that would be suitable for an L-1011 flight test program to a negative stability margin of 3 percent which represents the aft c.g. limits of the aircraft. Reduced area horizontal tail designs of 30 and 38 percent with respect to the L-1011 standard tail were designed, fabricated and wind tunnel tested. Drag reductions and weight savings of the 30 percent smaller tail would provide an L/D benefit of about 2% and the 38% small tail L/D benefit would be about 3 percent. However, forward c.g. limitations would have to be imposed on the aircraft because the maximum horizontal tail lift goal was not achieved and sufficient aircraft nose-up control authority was not available. This limitation would not be required for a properly designed new aircraft.

Guinn, Wiley A.↗

NASA NTRS2016

Modeling Droplet Heat and Mass Transfer during Spray Bar Pressure Control of the Multipurpose Hydrogen Test Bed (MHTB) Tank in Normal Gravity

A CFD model for simulating pressure control in cryogenic storage tanks through the injection of a subcooled liquid into the ullage is presented and applied to the 1g MHTB spray bar cooling experiments. An Eulerian-Lagrangian approach is utilized to track the spray droplets and capture the interaction between the discrete droplets and the continuous ullage phase. The spray model is coupled with the VOF model by performing particle tracking in the ullage, removing particles from the ullage when they reach the interface, and then adding their contributions to the liquid. A new model for calculating the droplet-ullage heat and mass transfer is developed. In this model, a droplet is allowed to warm up to the saturation temperature corresponding to the ullage vapor pressure, after which it evaporates while remaining at the saturation temperature. The droplet model is validated against the results of the MHTB spray-bar cooling experiments with 50% and 90% tank fill ratios. The predictions of the present T-sat based model are compared with those of a previously developed kinetic-based droplet mass transfer model. The predictions of the two models regarding the evolving tank pressure and temperature distributions, as well as the droplets' trajectories and temperatures, are examined and compared in detail. Finally, the ullage pressure and local vapor and liquid temperature evolutions are validated against the corresponding data provided by the MHTB spray bar mixing experiment.

mass transfer↗

NASA NTRS1994

Developing and flight testing the HL-10 lifting body: A precursor to the Space Shuttle

The origins of the lifting-body idea are traced back to the mid-1950's, when the concept of a manned satellite reentering the Earth's atmosphere in the form of a wingless lifting body was first proposed. The advantages of low reentry deceleration loads, range capability, and horizontal landing of a lifting reentry vehicle (as compared with the high deceleration loads and parachute landing of a capsule) are presented. The evolution of the hypersonic HL-10 lifting body is reviewed from the theoretical design and development process to its selection as one of two low-speed flight vehicles for fabrication and piloted flight testing. The design, development, and flight testing of the low-speed, air-launched, rocket-powered HL-10 was part of an unprecedented NASA and contractor effort. NASA Langley Research Center conceived and developed the vehicle shape and conducted numerous theoretical, experimental, and wind-tunnel studies. NASA Flight Research Center (now NASA Dryden Flight Research Center) was responsible for final low-speed (Mach numbers less than 2.0) aerodynamic analysis, piloted simulation, control law development, and flight tests. The prime contractor, Northrop Corp., was responsible for hardware design, fabrication, and integration. Interesting and unusual events in the flight testing are presented with a review of significant problems encountered in the first flight and how they were solved. Impressions by the pilots who flew the HL-10 are included. The HL-10 completed a successful 37-flight program, achieved the highest Mach number and altitude of this class vehicle, and contributed to the technology base used to develop the space shuttle and future generations of lifting bodies.

Kempel, Robert W.↗

NASA NTRS1984

Definition of ground test for verification of large space structure control

Control theory and design, dynamic system modelling, and simulation of test scenarios are the main ideas discussed. The overall effort is the achievement at Marshall Space Flight Center of a successful ground test experiment of a large space structure. A simplified planar model of ground test experiment of a large space structure. A simplified planar model of ground test verification was developed. The elimination from that model of the uncontrollable rigid body modes was also examined. Also studied was the hardware/software of computation speed.

Doane, G. B., III↗

NASA NTRS2002

The Aircraft Simulation Role in Improving Flight Safety Through Control Room Training

NASA Dryden Flight Research Center uses its six-degrees-of-freedom (6-DOF) fixed-base simulations for mission control room training to improve flight safety and operations. This concept is applied to numerous flight projects such as the F-18 High Alpha Research Vehicle (HARV), the F-15 Intelligent Flight Control System (IFCS), the X-38 Actuator Control Test (XACT), and X-43A (Hyper-X). The Dryden 6-DOF simulations are typically used through various stages of a project, from design to ground tests. The roles of these simulations have expanded to support control room training, reinforcing flight safety by building control room staff proficiency. Real-time telemetry, radar, and video data are generated from flight vehicle simulation models. These data are used to drive the control room displays. Nominal static values are used to complete information where appropriate. Audio communication is also an integral part of training sessions. This simulation capability is used to train control room personnel and flight crew for nominal missions and emergency situations. Such training sessions are also opportunities to refine flight cards and control room display pages, exercise emergency procedures, and practice control room setup for the day of flight. This paper describes this technology as it is used in the X-43A and F-15 IFCS and XACT projects.

Shy, Karla S.↗

NASA NTRS1998

Development and Testing of Automatically Generated ACS Flight Software for the MAP Spacecraft

By integrating the attitude determination and control system (ACS) analysis and design, flight software development, and flight software testing processes, it is possible to improve the overall spacecraft development cycle, as well as allow for more thorough software testing. One of the ways to achieve this integration is to use code-generation tools to automatically generate components of the ACS flight software directly from a high-fidelity (HiFi) simulation. In the development of the Microwave Anisotropy Probe (MAP) spacecraft, currently underway at the NASA Goddard Space Flight Center, approximately 1/3 of the ACS flight software was automatically generated. In this paper, we will examine each phase of the ACS subsystem and flight software design life cycle: analysis, design, and testing. In the analysis phase, we scoped how much software we would automatically generate and created the initial interface. The design phase included parallel development of the HiFi simulation and the hand-coded flight software components. Everything came together in the test phase, in which the flight software was tested, using results from the HiFi simulation as one of the bases of comparison for testing. Because parts of the spacecraft HiFi simulation were converted into flight software, more care needed to be put into its development and configuration control to support both the HiFi simulation and flight software. The components of the HiFi simulation from which code was generated needed to be designed based on the fact that they would become flight software. This process involved such considerations as protecting against mathematical exceptions, using acceptable module and parameter naming conventions, and using an input/output interface compatible with the rest of the flight software. Maintaining good configuration control was an issue for the HiFi simulation and the flight software, and a way to track the two systems was devised. Finally, an integrated test approach was devised to support flight software testing at both the unit- and build-test levels using the HiFi simulation to generate data for performance verification. Another benefit of the simulation and code-generation application used on the MAP project is that it supported bringing flight software and test data into the HiFi simulation environment. It was possible to integrate parts of the hand-coded flight software into the HiFi simulation, and also possible to import flight software test data for comparison and performance verification. This capability was used to incorporate the flight software Kalman filter into the HiFi simulation. This enabled us to greatly increase the amount of testing that could be done on the filter, because we could exert a greater degree of control over the software-only simulation than over the flight software test environment. Also, since the simulation could be used to run the Kalman filter faster than real time, our testing efficiency was greatly increased. We will conclude our discussion with a summary of the lessons learned thus far using automatically- generated code for the MAP project, and the spacecraft status as we work towards our scheduled launch in the year 2000.

ODonnell, James R., Jr.↗

NASA NTRS1989

Application of recursive manipulator dynamics to hybrid software/hardware simulation

Computer simulations of robotic mechanisms have traditionally solved the dynamic equations of motion for an N degree of freedom manipulator by formulating an N dimensional matrix equation combining the accelerations and torques (forces) for all joints. The use of an alternative formulation that is strictly recursive is described. The dynamic solution proceeds on a joint by joint basis, so it is possible to perform inverse dynamics at arbitrary joints. The dynamic formulation is generalized with respect to both rotational and translational joints, and it is also directly extendable to branched manipulator chains. A hardware substitution test is described in which a servo drive motor was integrated with a simulated manipulator arm. The form of the dynamic equation permits calculation of acceleration given torque or vice versa. Computing torque as a function of acceleration is required for the hybrid software/hardware simulation test described. For this test, a joint servo motor is controlled in conjunction with the simulation, and the dynamic torque on the servo motor is provided by a load motor on a common driveshaft.

Hill, Christopher J.↗