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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1989

Recent developments in multilevel optimization

Recent developments in multilevel optimization are briefly reviewed. The general nature of the multilevel design task, the use of approximations to develop and solve the analysis design task, the structure of the formal multidiscipline optimization problem, a simple cantilevered beam which demonstrates the concepts of multilevel design and the basic mathematical details of the optimization task and the system level are among the topics discussed.

Vanderplaats, Garret N.↗
NASA NTRS1993

Specification list and function structure for a full-body dynamometer to be used aboard Space Station Freedom

NASA has a need for a machine which can be used as an exercise device and as an instrument to measure an astronaut's muscle performance. The purpose of the exercise device is to work various muscle groups of the astronaut to prevent muscle atrophy, the loss of muscle strength and mass from prolonged exposure to a microgravity environment. The measurement part of the machine will be used to collect data on the strength and power of the astronaut's muscle groups to be used in studies examining the effects of prolonged space inhabitation. The principle device used in this machine to both exercise and measure muscle performance is the dynamometer. The dynamometer converts electrical energy to mechanical energy and mechanical energy to electrical energy or signals. The task of the designer will be to incorporate a dynamometer into a device which can meet all of the needs discussed above. This memorandum has two sections which clarify the design task of producing a full-body dynamometer. The first section is a specification list. The specification list provides the requirements that the designer must meet in his/her design. The second part is a function structure. The function structure shows graphically the flow of material, energy, and information through the machine. These two items will be used by the designer in the design process for the full-body dynamometer.

Mcmahan, Robert↗
NASA NTRS2014

2014 Space Human Factors Engineering Standing Review Panel

The 2014 Space Human Factors Engineering (SHFE) Standing Review Panel (from here on referred to as the SRP) participated in a WebEx/teleconference with members of the Space Human Factors and Habitability (SHFH) Element, representatives from the Human Research Program (HRP), the National Space Biomedical Research Institute (NSBRI), and NASA Headquarters on November 17, 2014 (list of participants is in Section XI of this report). The SRP reviewed the updated research plans for the Risk of Incompatible Vehicle/Habitat Design (HAB Risk) and the Risk of Performance Errors Due to Training Deficiencies (Train Risk). The SRP also received a status update on the Risk of Inadequate Critical Task Design (Task Risk), the Risk of Inadequate Design of Human and Automation/Robotic Integration (HARI Risk), and the Risk of Inadequate Human-Computer Interaction (HCI Risk).

Steinberg, Susan↗
NASA NTRS2001

Case-Based Capture and Reuse of Aerospace Design Rationale

The goal of this project was to apply artificial intelligence techniques to facilitate capture and reuse of aerospace design rationale. The project combined case-based reasoning (CBR) and concept maps (CMaps) to develop methods for capturing, organizing, and interactively accessing records of experiences encapsulating the methods and rationale underlying expert aerospace design, in order to bring the captured knowledge to bear to support future reasoning. The project's results contribute both principles and methods for effective design-aiding systems that aid capture and access of useful design knowledge. The project has been guided by the tenets that design-aiding systems must: (1) Leverage a designer's knowledge, rather than attempting to replace it; (2) Be able to reflect different designers' differing conceptualizations of the design task, and to clarify those conceptualizations to others; (3) Include capabilities to capture information both by interactive knowledge modeling and during normal use; and (4) Integrate into normal designer tasks as naturally and unobtrusive as possible.

Leake, David B.↗
NASA NTRS1990

Proximity operations concept design study, task 6

The feasibility of using optical technology to perform the mission of the proximity operations communications subsystem on Space Station Freedom was determined. Proximity operations mission requirements are determined and the relationship to the overall operational environment of the space station is defined. From this information, the design requirements of the communication subsystem are derived. Based on these requirements, a preliminary design is developed and the feasibility of implementation determined. To support the Orbital Maneuvering Vehicle and National Space Transportation System, the optical system development is straightforward. The requirements on extra-vehicular activity are such as to allow large fields of uncertainty, thus exacerbating the acquisition problem; however, an approach is given that could mitigate this problem. In general, it is found that such a system could indeed perform the proximity operations mission requirement, with some development required to support extra-vehicular activity.

Williams, A. N.↗
NASA NTRS2007

Automated Design of Restraint Layer of an Inflatable Vessel

A Mathcad computer program largely automates the design and analysis of the restraint layer (the primary load-bearing layer) of an inflatable vessel that consists of one or more sections having cylindrical, toroidal, and/or spherical shape(s). A restraint layer typically comprises webbing in the form of multiple straps. The design task includes choosing indexing locations along the straps, computing the load at every location in each strap, computing the resulting stretch at each location, and computing the amount of undersizing required of each strap so that, once the vessel is inflated and the straps thus stretched, the vessel can be expected to assume the desired shape. Prior to the development of this program, the design task was performed by use of a difficult-to-use spreadsheet program that required manual addition of rows and columns depending on the numbers of strap rows and columns of a given design. In contrast, this program is completely parametric and includes logic that automatically adds or deletes rows and columns as needed. With minimal input from the user, this program automatically computes indexing locations, strap lengths, undersizing requirements, and all design data required to produce detailed drawings and assembly procedures. It also generates textual comments that help the user understand the calculations.

Spexarth, Gary↗
NASA NTRS1969

Advancement of proprotor technology. Task 1: Design study summary

A tilt-proprotor proof-of-concept aircraft design study has been conducted. The results are presented. The ojective of the contract is to advance the state of proprotor technology through design studies and full-scale wind-tunnel tests. The specific objective is to conduct preliminary design studies to define a minimum-size tilt-proprotor research aircraft that can perform proof-of-concept flight research. The aircraft that results from these studies is a twin-engine, high-wing aircraft with 25-foot, three-bladed tilt proprotors mounted on pylons at the wingtips. Each pylon houses a Pratt and Whitney PT6C-40 engine with a takeoff rating of 1150 horsepower. Empty weight is estimated at 6876 pounds. The normal gross weight is 9500 pounds, and the maximum gross weight is 12,400 pounds.

Source record↗
NASA NTRS1986

Non-intrusive speed sensor

In Phase I of the Non-Intrusive Speed Sensor program, a computerized literature search was performed to identify candidate technologies for remote, non-intrusive speed sensing applications in Space Shuttle Main Engine (SSME) turbopumps. The three most promising technologies were subjected to experimental evaluation to quantify their performance characteristics under the harsh environmental requirements within the turbopumps. Although the infrared and microwave approaches demonstrated excellent cavitation immunity in laboratory tests, the variable-source magnetic speed sensor emerged as the most viable approach. Preliminary design of this speed sensor encountered no technical obstacles and resulted in viable and feasible speed nut, sensor housing, and sensor coil designs. Phase II of this program developed the variable-source magnetic speed sensor through the detailed design task and guided the design into breadboard fabrication. The speed sensor and its integral speed nut were evaluated at both unit and system level testing. The final room-temperature and cryogenic spin testing of the hardware demonstrated that the sensor was capable of generating sufficient output signal to enable remote speed sensing from 1500 to 40000 rpm over a speed nut/sensor separation of 3.5 inches.

Wyett, L.↗
NASA NTRS1988

ART/Ada design project, phase 1. Task 1 report: Overall design

The design methodology for the ART/Ada project is introduced, and the selected design for ART/Ada is described in detail. The following topics are included: object-oriented design, reusable software, documentation techniques, impact of Ada, design approach, and differences between ART-IM 1.5 and ART/Ada 1.0 prototype. Also, Ada generator and ART/Ada runtime systems are discussed.

Allen, Bradley P.↗
NASA NTRS1988

ART/Ada design project, phase 1. Task 2 report: Detailed design

Various issues are studied in the context of the design of an Ada based expert system building tool. Using an existing successful design as a starting point, the impact is analyzed of the Ada language and Ada development methodologies on that design, the Ada system is redesigned, and its performance is analyzed using both complexity-theoretic and empirical techniques. The algorithms specified in the overall design are refined, resolving and documenting any open design issues, identifying each system module, documenting the internal architecture and control logic, and describing the primary data structures involved in the module.

Allen, Bradley P.↗
NASA NTRS1999

High Speed Civil Transport Design Using Collaborative Optimization and Approximate Models

The design of supersonic aircraft requires complex analysis in multiple disciplines, posing, a challenge for optimization methods. In this thesis, collaborative optimization, a design architecture developed to solve large-scale multidisciplinary design problems, is applied to the design of supersonic transport concepts. Collaborative optimization takes advantage of natural disciplinary segmentation to facilitate parallel execution of design tasks. Discipline-specific design optimization proceeds while a coordinating mechanism ensures progress toward an optimum and compatibility between disciplinary designs. Two concepts for supersonic aircraft are investigated: a conventional delta-wing design and a natural laminar flow concept that achieves improved performance by exploiting properties of supersonic flow to delay boundary layer transition. The work involves the development of aerodynamics and structural analyses, and integration within a collaborative optimization framework. It represents the most extensive application of the method to date.

Manning, Valerie Michelle↗
NASA NTRS1989

ASTROS: A multidisciplinary automated structural design tool

ASTROS (Automated Structural Optimization System) is a finite-element-based multidisciplinary structural optimization procedure developed under Air Force sponsorship to perform automated preliminary structural design. The design task is the determination of the structural sizes that provide an optimal structure while satisfying numerous constraints from many disciplines. In addition to its automated design features, ASTROS provides a general transient and frequency response capability, as well as a special feature to perform a transient analysis of a vehicle subjected to a nuclear blast. The motivation for the development of a single multidisciplinary design tool is that such a tool can provide improved structural designs in less time than is currently needed. The role of such a tool is even more apparent as modern materials come into widespread use. Balancing conflicting requirements for the structure's strength and stiffness while exploiting the benefits of material anisotropy is perhaps an impossible task without assistance from an automated design tool. Finally, the use of a single tool can bring the design task into better focus among design team members, thereby improving their insight into the overall task.

Neill, D. J.↗
NASA NTRS1973

Final analysis and design of a thermal protection system for 8-foot HTST combustor

The cylindrical shell combustor with T-bar supports in the 8-foot HTST at the NASA-Langley Research Center encountered vibratory fatigue cracking over a period of 50-250 tunnel tests within a limited range of the required operating envelope. A preliminary design study provided several suitable thermal protection system designs for the combustor, one of which was a two-pass regenerative type air-cooled omega-shaped segment liner. A final design layout of the omega segment liner was prepared and analyzed for steady-state and transient conditions. The design of a support system for the fuel spray bar assembly was also included. Detail drawings suitable for fabrication purposes were also prepared. Liner design problems defined during the preliminary study included (1) the ingress of gas into the attachment bulb section of the omega segment, (2) the large thermal gradient along the leg of the omega bulb attachment section and, (3) the local peak metal temperature at the radius between the liner ID and the leg of the bulb attachment. These were resolved during the final design task. Analyses of the final design of the omega segment liner indicated that all design goals were met and the design provided the capability of operating over the required test envelope with a life expectancy substantially above the goal of 1500 cycles.

Moskowitz, S.↗
NASA NTRS2013

Design of the Core Stage Inter-Tank Umbilical {CSITU) Compliance Mechanism

Project Goals: a) Design the compliance mechanism for the CSITU system to a 30% level -3D models completed in Pro/Engineer -Relevant design analysis b) Must meet all system requirements and establish basis for proceeding with detailed design. Tasks to be completed: A design that meets requirements for the 30% design review, 01/16/2013. Umbilical arms provide commodities to the launch vehicle prior to T-0. Commodities can range anywhere from hydraulics, pneumatics, cryogenic, electrical, ECS, etc ... Umbilicals commonly employ truss structures to deliver commodities to vehicle. Common configurations include: -Tilt-up -Swing Arm -Hose Drape -Drop Arm Umbilical arms will be mounted to Mobile Launch Platform. SLS currently has 9 T-0 umbilical arms. The compliance refers to the ability of the umbilical to adjust to minor changes in vehicle location. The compliance mechanism refers to the mechanism on the ground support equipment {GSE) that compensates for these changes. For the CSITU, these minor changes, or vehicle excursions, can be up to +4 in. Excursions refer to movements of the vehicle caused by wind loads and thermal expansion. It is ideal to have significant vertical compliance so a passive secondary release mechanism may be implemented.

Smith, Kurt R.↗
NASA NTRS2016

NDARC NASA Design and Analysis of Rotorcraft - Input, Appendix 4

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description consists of all the information, input and derived, that denes the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions. The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for anti-torque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude.

Rotorcraft Input↗
NASA NTRS2022

NDARC - NASA Design and Analysis of Rotorcraft: Input and Data Structures - Vol 2

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. Figure 1-1 illustrates the tasks. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description (figure 1-1) consists of all the information, input and derived, that defines the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions (indicated by light arrows). The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission (burned plus reserve) equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for antitorque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude. The aircraft must be trimmed, by solving for the controls and motion that produce equilibrium in the specified flight state. Different trim solution definitions are required for various flight states. Evaluating the rotor hub forces may require solution of the blade flap equations of motion.

NDARC↗
NASA NTRS2022

NDARC - NASA Design and Analysis of Rotorcraft: Input - Vol 3

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. Figure 1-1 illustrates the tasks. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description (figure 1-1) consists of all the information, input and derived, that defines the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions (indicated by light arrows). The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission (burned plus reserve) equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for antitorque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude. The aircraft must be trimmed, by solving for the controls and motion that produce equilibrium in the specified flight state. Different trim solution definitions are required for various flight states. Evaluating the rotor hub forces may require solution of the blade flap equations of motion.

NDARC↗