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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.

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At least 217 records · Page 12

Time-Dependent Traveling Wave Tube Model for Intersymbol Interference Investigations

For the first time, a computational model has been used to provide a direct description of the effects of the traveling wave tube (TWT) on modulated digital signals. The TWT model comprehensively takes into account the effects of frequency dependent AM/AM and AM/PM conversion, gain and phase ripple; drive-induced oscillations; harmonic generation; intermodulation products; and backward waves. Thus, signal integrity can be investigated in the presence of these sources of potential distortion as a function of the physical geometry of the high power amplifier and the operational digital signal. This method promises superior predictive fidelity compared to methods using TWT models based on swept-amplitude and/or swept-frequency data. The fully three-dimensional (3D), time-dependent, TWT interaction model using the electromagnetic code MAFIA is presented. This model is used to investigate assumptions made in TWT black-box models used in communication system level simulations. In addition, digital signal performance, including intersymbol interference (ISI), is compared using direct data input into the MAFIA model and using the system level analysis tool, SPW.

Kory, Carol L.↗

Intersymbol Interference Investigations Using a 3D Time-Dependent Traveling Wave Tube Model

For the first time, a physics based computational model has been used to provide a direct description of the effects of the TWT (Traveling Wave Tube) on modulated digital signals. The TWT model comprehensively takes into account the effects of frequency dependent AM/AM and AM/PM conversion; gain and phase ripple; drive-induced oscillations; harmonic generation; intermodulation products; and backward waves. Thus, signal integrity can be investigated in the presence of these sources of potential distortion as a function of the physical geometry of the high power amplifier and the operational digital signal. This method promises superior predictive fidelity compared to methods using TWT models based on swept amplitude and/or swept frequency data. The fully three-dimensional (3D), time-dependent, TWT interaction model using the electromagnetic code MAFIA is presented. This model is used to investigate assumptions made in TWT black box models used in communication system level simulations. In addition, digital signal performance, including intersymbol interference (ISI), is compared using direct data input into the MAFIA model and using the system level analysis tool, SPW (Signal Processing Worksystem).

Kory, Carol L.↗

Intersymbol Interference Investigations Using a 3D Time-Dependent Traveling Wave Tube Model

For the first time, a time-dependent, physics-based computational model has been used to provide a direct description of the effects of the traveling wave tube amplifier (TWTA) on modulated digital signals. The TWT model comprehensively takes into account the effects of frequency dependent AM/AM and AM/PM conversion; gain and phase ripple; drive-induced oscillations; harmonic generation; intermodulation products; and backward waves. Thus, signal integrity can be investigated in the presence of these sources of potential distortion as a function of the physical geometry and operating characteristics of the high power amplifier and the operational digital signal. This method promises superior predictive fidelity compared to methods using TWT models based on swept- amplitude and/or swept-frequency data. First, the TWT model using the three dimensional (3D) electromagnetic code MAFIA is presented. Then, this comprehensive model is used to investigate approximations made in conventional TWT black-box models used in communication system level simulations. To quantitatively demonstrate the effects these approximations have on digital signal performance predictions, including intersymbol interference (ISI), the MAFIA results are compared to the system level analysis tool, Signal Processing Workstation (SPW), using high order modulation schemes including 16 and 64-QAM.

Kory, Carol L.↗

Higher Order Modulation Intersymbol Interference Caused by Traveling-wave Tube Amplifiers

For the first time, a time-dependent, physics-based computational model has been used to provide a direct description of the effects of the traveling wave tube amplifier (TWTA) on modulated digital signals. The TWT model comprehensively takes into account the effects of frequency dependent AM/AM and AM/PM conversion; gain and phase ripple; drive-induced oscillations; harmonic generation; intermodulation products; and backward waves, Thus, signal integrity can be investigated in the presence of these sources of potential distortion as a function of the physical geometry and operating characteristics of the high power amplifier and the operational digital signal. This method promises superior predictive fidelity compared to methods using TWT models based on swept-amplitude and/or swept-frequency data. First, the TWT model using the three dimensional (3D) electromagnetic code MAFIA is presented. Then, this comprehensive model is used to investigate approximations made in conventional TWT black-box models used in communication system level simulations, To quantitatively demonstrate the effects these approximations have on digital signal performance predictions, including intersymbol interference (ISI), the MAFIA results are compared to the system level analysis tool, Signal Processing, Workstation (SPW), using high order modulation schemes including 16 and 64-QAM.

Kory, Carol L.↗

Science and the Constellation Systems Program Office

An underlying tension has existed throughout the history of NASA between the human spaceflight programs and the external scientific constituencies of the robotic exploration programs. The large human space projects have been perceived as squandering resources that might otherwise be utilized for scientific discoveries. In particular, the history of the relationship of science to the International Space Station Program has not been a happy one. The leadership of the Constellation Program Office, created in NASA in October, 2005, asked me to serve on the Program Manager s staff as a liaison to the science community. Through the creation of my position, the Program Manager wanted to communicate and elucidate decisions inside the program to the scientific community and, conversely, ensure that the community had a voice at the highest levels within the program. Almost all of my technical contributions at NASA, dating back to the Apollo Program, has been within the auspices of what is now known as the Science Mission Directorate. However, working at the Johnson Space Center, where human spaceflight is the principal activity, has given me a good deal of incidental contact and some more direct exposure through management positions to the structures and culture of human spaceflight programs. I entered the Constellation family somewhat naive but not uninformed. In addition to my background in NASA science, I have also written extensively over the past 25 years on the topic of human exploration of the Moon and Mars. (See, for example, Mendell, 1985). I have found that my scientific colleagues generally have little understanding of the structure and processes of a NASA program office; and many of them do not recognize the name, Constellation. In many respects, the international ILEWG community is better informed. Nevertheless, some NASA decision processes on the role of science, particularly with respect to the formulation of a lunar surface architecture, are not well known, even in ILEWG. At the recent annual Lunar and Planetary Science Conference, I reviewed the evolution of the program as a function of Agency leadership and the constraints put on NASA by the President in his 2004 announcement. I plan to continue my long-time ILEWG tradition of reporting a personal view of the state of development of human exploration of the solar system, this time coming from within the program office tasked to implement the vision for the United States. The current NASA implementation of the Vision for Space Exploration is consistent with certain classical scenarios that have been discussed extensively in the literature. I will discuss the role of science within the Vision, both from official policy and from a de facto interaction. While science goals are not officially driving the implementation of the Vision, the tools of scientific exploration are integral to defining the extraterrestrial design environments. In this respect the sharing of results from international missions to the Moon can make significant contributions to the success of the future human activities.

Mendell, Wendell↗

Real-time Hardware-in-the-Loop Evaluation of a Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-the-loop testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially hardware-in-the-loop, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the hardware-in-the-loop test are presented and shown to be in good agreement with pre-test simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

Real-time Hardware-in-the-Loop Evaluation of a Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-the-loop testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially hardware-in-the-loop, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the hardware-in-the-loop test are presented and shown to be in good agreement with pre-test simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

Lunar Rover Localization Using Craters as Landmarks

Onboard localization capabilities for planetary rovers to date have used relative navigation, by integrating combinations of wheel odometry, visual odometry, and inertial measurements during each drive to track position relative to the start of each drive. At the end of each drive, a “ground-in-the-loop” (GITL) interaction is used to get a position update from human operators in a more global reference frame, such as a map frame defined by orbital reconnaissance imaging of a large region around the rover’s current position. For Mars rovers, this typically has involved downlinking imagery from the rover mast cameras and using interactive visualization tools on Earth to register such images to the orbital reconnaissance images. For safety purposes, rover mission operations typically specify “keep out zones”, which human operators recognize as being unsafe in the orbital images. Autonomous rover drives are limited in distance so that accumulated relative navigation error does not risk the possibility of the rover driving into a keep out zone. The allowable autonomous drive distance in this mode of operation depends on the distribution of keep out zones and the accuracy of relative navigation; in practice, drive limits of a few hundred meters between GITL cycles are to be expected. Several rover mission concepts have recently been studied that require much longer drives between GITL cycles, particularly for the Moon. This includes lunar rover mission concepts that involve (1) driving mostly in sunlight at low latitudes, (2) driving in permanently shadowed regions near the south pole, and (3) a mixture of day and night driving in mid-latitudes. These concepts include total traverse distance requirements of up to 1,800 km in 4 Earth years, with individual drives of several kilometers between stops for downlink. These concepts require greater autonomy to minimize GITL cycles to enable such large range; onboard global localization is a key element of such autonomy. Multiple techniques have been studied in the past for onboard rover global localization, including radio navigation aiding from an orbiter, recognizing horizon landmarks that are known in a regional elevation map, and correlating a local elevation map created onboard the rover with a regional elevation map. These techniques all have drawbacks, including requiring an expensive extra mission element (navigation orbiter), unavailability of sufficient regional elevation map data, or limited accuracy in resulting position estimates (e.g. a few hundred meters with horizon landmarks). For the Moon, the ubiquitous craters offer another possibility, which involves mapping craters from orbit, then recognizing crater landmarks with cameras and/or a lidar onboard the rover. This approach is applicable everywhere on the Moon, does not require high resolution stereo imaging from orbit as some other approaches do, and has potential to enable position knowledge with order of 10 m accuracy at all times. This paper will provide more detail on our technical approach to crater-based lunar rover localization and will present initial results on crater detection using 3-D point cloud data from onboard lidar or stereo cameras and using shading cues in monocular onboard imagery.

Ono, M.↗

Real-Time Hardware-in-the-Loop Evaluation of A Partially Turboelectric Propulsion Control Design

In support of aviation fuel burn and emission reduction goals, NASA is pursuing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP). Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes addressing challenges related to propulsion controls, which will be vital for ensuring efficient coordinated operation of EAP subsystems. This paper presents results from real-time hardware-in-theloop (HIL) testing of a control design for a single aisle partially-turboelectric aircraft propulsion concept conducted at the NASA Electric Aircraft Testbed (NEAT) facility. The control system under test is designed for a propulsion concept consisting of two wing-mounted turbofan engines that produce thrust and generate electrical power to drive a boundary layer ingesting tailfan propulsor via an electrical motor. An integrated control strategy is applied to ensure coordinated operation of the turbofan and tailfan subsystems during steady-state and transient operation throughout the flight envelope. The NEAT test of this integrated control design consists of a partially HIL, partially simulated configuration. A subscale representation of the electrical system design is implemented in hardware and mechanically coupled to electric machines that emulate turbomachinery and propulsor shaft dynamics. The hardware configuration is then operated under the control of a real-time computer application that runs a simulation of the propulsion system and the developed control logic. The NEAT facility test campaign includes a series of experiments that subject the control design to throttle transients conducted throughout the flight envelope and full-flight mission profiles. Testing under simulated performance degradation is also conducted to evaluate control design robustness. This includes constant and abrupt changes in degradation levels. Results from the HIL test are presented and shown to be in good agreement with pretest simulation predictions demonstrating the efficacy of the integrated control design approach.

Electrified Aircraft Propulsion↗

Fundamental Proprotor Design Considerations

The purpose of this technical memorandum is to document some of the fundamental considerations in the aerodynamic design of a proprotor blade, which include distributions of twist, chord, and thickness. A proprotor is expected to operate efficiently in different speed regimes, such as hover and forward flight, which presents challenges that are unique from designing either rotors or propellers. Operating in hover and at high advance ratios in cruise present conflicting design requirements on the blade's geometry that must be reconciled with the vehicle's mission. Though a proprotor must also fly in edgewise and other non-axial flight phases, these portions of the mission do not typically drive the proprotor's aerodynamic design. This memorandum describes an approach to integrate a blade's twist and chord distributions to provide an aerodynamic performance estimate that could be coupled with other design considerations, such as acoustics or structures. The intended audience for this memorandum is engineers beginning to work in this discipline who are looking for a primer on the behavior of proprotor performance and design considerations. The memorandum is not intended as a step-by-step guide to designing proprotors, nor does it provide insight into more advanced proprotor design/analysis tools.

Rotor Aerodynamics↗

Extending mARC II Arc-Jet Test Duration via Design and Implementation of Model System Cooling Sleeve

The mARC II is a 30 kW arc-jet facility at NASA Ames Research Center used to generate high-enthalpy flows for low-cost thermal protection system (TPS) technology development. Sustained operation of downstream instrumentation and material samples is constrained by thermal loading transmitted through the arc-jet test environment, limiting achievable run times and experimental throughput. This work presents the design, integration, and validation of a cooling sleeve implemented on the sweep arm drive motor feedthrough to mitigate thermal accumulation during testing. The addition of the cooling sleeve is a simple, robust upgrade that translates directly into enhanced facility capability by supporting longer run durations, reduced turnaround time, and higher throughput.

sting arm↗

Extending mARC II Arc-Jet Test Duration via Design and Implementation of Model System Cooling Sleeve

The mARC II is a 30 kW arc-jet facility at NASA Ames Research Center used to generate high-enthalpy flows for low-cost thermal protection system (TPS) technology development. Sustained operation of downstream instrumentation and material samples is constrained by thermal loading transmitted through the arc-jet test environment, limiting achievable run times and experimental throughput. This work presents the design, integration, and validation of a cooling sleeve implemented on the sweep arm drive motor feedthrough to mitigate thermal accumulation during testing. The addition of the cooling sleeve is a simple, robust upgrade that translates directly into enhanced facility capability by supporting longer run durations, reduced turnaround time, and higher throughput.

numerical simulations↗

Feasibility Study of a Rotorcraft Health and Usage Monitoring System (HUMS): Results of Operator's Evaluation

The objective was to evaluate the feasibility of a state-of-the-art health and usage monitoring system (HUMS) to provide monitoring of critical mechanical systems on the helicopter, including motors, drive train, engines, and life-limited components. The implementation of HUMS and cost integration with current maintenance procedures was assessed from the operator's viewpoint in order to achieve expected benefits from these systems, such as enhanced safety, reduced maintenance cost, and increased availability. An operational HUMS that was installed and operated under an independent flight trial program was used as a basis for this study. The HUMS equipment and software were commercially available. Based on the results of the feasibility study, the HUMS used in the flight trial program generally demonstrated a high level of reliability in monitoring the rotor system, engines, drive train, and life-limited components. The system acted as a sentinel to warn of impending failures. A worn tail rotor pitch bearing was detected by HUMS, which had the capability for self testing to diagnose system and sensor faults. Examples of potential payback to the operator with HUMS were identified, including reduced insurance cost through enhanced safety, lower operating costs derived from maintenance credits, increased aircraft availability, and improved operating efficiency. The interfacing of HUMS with current operational procedures was assessed to require only minimal revisions to the operator's maintenance manuals. Finally the success in realizing the potential benefits from HUMS technology was found to depend on the operator, helicopter manufacturer, regulator (FAA), and HUMS supplier working together.

Romero, Raylund↗

Intelligent Control for Drag Reduction on the X-48B Vehicle

This paper focuses on the development of an intelligent control technology for in-flight drag reduction. The system is integrated with and demonstrated on the full X-48B nonlinear simulation. The intelligent control system utilizes a peak-seeking control method implemented with a time-varying Kalman filter. Performance functional coordinate and magnitude measurements, or independent and dependent parameters respectively, are used by the Kalman filter to provide the system with gradient estimates of the designed performance function which is used to drive the system toward a local minimum in a steepestdescent approach. To ensure ease of integration and algorithm performance, a single-input single-output approach was chosen. The framework, specific implementation considerations, simulation results, and flight feasibility issues related to this platform are discussed.

Griffin, Brian Joseph↗

Dynamic Simulation Probabalistic Risk Assessment Model for an Enceladus Sample Return Mission

Enceladus, a moon of Saturn, has geyser-like jets that spray plumes of material into orbit. These jets could enable a free-flying spacecraft to collect samples and return them to Earth for study to determine if they contain the building blocks of life. The Office of Planetary Protection at NASA requires containment of any unsterilized samples and prohibits destructive impact of the spacecraft upon return to Earth, with a sample release probability of less than 1 in 1,000,000 as a recommended goal. This paper describes a probabilistic risk assessment model that uses dynamic simulation techniques to capture the physics-based, time- and state-dependent interactions between the sample return system and the environment, which drive the risk of sample release. The dynamic approach uses a Monte Carlo-style simulation to integrate the many phases and sources of risk for a sample return mission. The model is used to assess the achievability of the planetary protection reliability goal. This is accomplished by performing sensitivity studies assessing the impact of modeling assumptions to identify where uncertainties drive the risk. These results, in turn, are used to examine the feasibility of meeting key design and performance parameters that are needed to achieve the reliability goal for a given architecture with existing technologies.

Dynamic Simulation↗

The Application of Modeling and Simulation in Capacity Management within the ITIL Framework

Tightly integrating modeling and simulation techniques into Information Technology Infrastructure Library (ITIL) practices can be one of the driving factors behind a successful and cost-effective capacity management effort for any Information Technology (IT) system. ITIL is a best practices framework for managing IT infrastructure, development and operations. Translating ITIL theory into operational reality can be a challenge. This paper aims to highlight how to best integrate modeling and simulation into an ITIL implementation. For cases where the project team initially has difficulty gaining consensus on investing in modeling and simulation resources, a clear definition for M&S implementation into the ITIL framework, specifically its role in supporting Capacity Management, is critical to gaining the support required to garner these resources. This implementation should also help to clearly define M&S support to the overall system mission. This paper will describe the development of an integrated modeling approach and how best to tie M&S to definitive goals for evaluating system capacity and performance requirements. Specifically the paper will discuss best practices for implementing modeling and simulation into ITIL. These practices hinge on implementing integrated M&S methods that 1) encompass at least two or more predictive modeling techniques, 2) complement each one's respective strengths and weaknesses to support the validation of predicted results, and 3) are tied to the system's performance and workload monitoring efforts. How to structure two forms of modeling: statistical and simUlation in the development of "As Is" and "To Be" efforts will be used to exemplify the integrated M&S methods. The paper will show how these methods can better support the project's overall capacity management efforts.

Rahmani, Sonya↗

Arrays of Carbon Nanotubes as RF Filters in Waveguides

Brushlike arrays of carbon nanotubes embedded in microstrip waveguides provide highly efficient (high-Q) mechanical resonators that will enable ultraminiature radio-frequency (RF) integrated circuits. In its basic form, this invention is an RF filter based on a carbon nanotube array embedded in a microstrip (or coplanar) waveguide, as shown in Figure 1. In addition, arrays of these nanotube-based RF filters can be used as an RF filter bank. Applications of this new nanotube array device include a variety of communications and signal-processing technologies. High-Q resonators are essential for stable, low-noise communications, and radar applications. Mechanical oscillators can exhibit orders of magnitude higher Qs than electronic resonant circuits, which are limited by resistive losses. This has motivated the development of a variety of mechanical resonators, including bulk acoustic wave (BAW) resonators, surface acoustic wave (SAW) resonators, and Si and SiC micromachined resonators (known as microelectromechanical systems or MEMS). There is also a strong push to extend the resonant frequencies of these oscillators into the GHz regime of state-of-the-art electronics. Unfortunately, the BAW and SAW devices tend to be large and are not easily integrated into electronic circuits. MEMS structures have been integrated into circuits, but efforts to extend MEMS resonant frequencies into the GHz regime have been difficult because of scaling problems with the capacitively-coupled drive and readout. In contrast, the proposed devices would be much smaller and hence could be more readily incorporated into advanced RF (more specifically, microwave) integrated circuits.

Hoppe, Daniel↗