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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 469 records · Page 26
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

Propulsion system performance resulting from an integrated flight/propulsion control design

Propulsion-system-specific results are presented from the application of the integrated methodology for propulsion and airframe control (IMPAC) design approach to integrated flight/propulsion control design for a 'short takeoff and vertical landing' (STOVL) aircraft in transition flight. The IMPAC method is briefly discussed and the propulsion system specifications for the integrated control design are examined. The structure of a linear engine controller that results from partitioning a linear centralized controller is discussed. The details of a nonlinear propulsion control system are presented, including a scheme to protect the engine operational limits: the fan surge margin and the acceleration/deceleration schedule that limits the fuel flow. Also, a simple but effective multivariable integrator windup protection scheme is examined. Nonlinear closed-loop simulation results are presented for two typical pilot commands for transition flight: acceleration while maintaining flightpath angle and a change in flightpath angle while maintaining airspeed. The simulation nonlinearities include the airframe/engine coupling, the actuator and sensor dynamics and limits, the protection scheme for the engine operational limits, and the integrator windup protection. Satisfactory performance of the total airframe plus engine system for transition flight, as defined by the specifications, was maintained during the limit operation of the closed-loop engine subsystem.

Mattern, Duane↗
NASA NTRS1983

Flight evaluation of the DEEC secondary control air-start capability

The air-start capability of a secondary engine control (SEC) was tested for a DEEC-equipped F100 engine and installed in an F-15 airplane. Two air-start schedules were tested. The first was referred to as the group I schedule; the second or revised schedule was the group II start schedule. Using the group I start schedule, an airspeed of 300 knots was required to ensure successful 40- and 25-percent SEC-mode air starts. If N2 were less than 40 percent, a stall would occur when the start bleeds closed 40 sec after initiation of the air start. All JFS-assisted air starts were successful with the group start schedule. For the group II schedule, the time between pressurization and start-bleed closure ranged between 50 and 72 sec depending on altitude. All air starts were successful above 225 knots givin a 75-knot reduction in required airspeed for a successful air start. Spooldown air starts of 40 percent were successful at 200 knots at altitudes up to 10,650 m and at 175 knots at altitudes up to 6100 m. Idle rpm was lower than the desired 65 percent for air starts at higher altitudes and lower airspeeds. All JSF-assisted air starts were successful.

Johnson, J. B.↗
NASA NTRS2012

Entry Atmospheric Flight Control Authority Impacts on GN and C and Trajectory Performance for Orion Exploration Flight Test 1

One of the key design objectives of NASA's Orion Exploration Flight Test 1 (EFT-1) is to execute a guided entry trajectory demonstrating GN&C capability. The focus of this paper is the ight control authority of the vehicle throughout the atmospheric entry ight to the target landing site and its impacts on GN&C, parachute deployment, and integrated performance. The vehicle's attitude control authority is obtained from thrusting 12 Re- action Control System (RCS) engines, with four engines to control yaw, four engines to control pitch, and four engines to control roll. The static and dynamic stability derivatives of the vehicle are determined to assess the inherent aerodynamic stability. The aerodynamic moments at various locations in the entry trajectory are calculated and compared to the available torque provided by the RCS system. Interaction between the vehicle's RCS engine plumes and the aerodynamic conditions are considered to assess thruster effectiveness. This document presents an assessment of Orion's ight control authority and its effectiveness in controlling the vehicle during critical events in the atmospheric entry trajectory.

McNamara, Luke W.↗
NASA NTRS2004

Conical Magnetic Bearings Developed for Active Stall Control in Gas Turbine Engines

Active stall control is a current research area at the NASA Glenn Research Center that offers a great benefit in specific fuel consumption by allowing the gas turbine to operate beyond the onset of stall. Magnetic bearings are being investigated as a new method to perform active stall control. This enabling global aviation safety technology would result in improved fuel efficiency and decreased carbon dioxide emissions, as well as improve safety and reliability by eliminating oil-related delays and failures of engine components, which account for 40 percent of the commercial aircraft departure delays. Active stall control works by perturbing the flow in front of the compressor stage such that it cancels the pressure wave, which causes the compressor to go into stall. Radial magnetic bearings are able to whirl the shaft so that variations in blade tip leakage would flow upstream causing a perturbation wave that could cancel the rotating stall cell. Axial or thrust magnetic bearings cannot be used to cancel the surge mode in the compressor because they have a very low bandwidth and thus cannot modulate at a high enough frequency. Frequency response is limited because the thrust runner cannot be laminated. To improve the bandwidth of magnetic thrust bearings, researchers must use laminations to suppress the eddy currents. A conical magnetic bearing can be laminated, resulting in increased bandwidth in the axial direction. In addition, this design can produce both radial and thrust force in a single bearing, simplifying the installation. The proposed solution combines the radial and thrust bearing into one design that can be laminated--a conical magnetic bearing. The new conical magnetic bearing test rig, funded by a Glenn fiscal year 2002 Director's Discretionary Fund, was needed because none of the existing rigs has an axial degree of freedom. The rotor bearing configuration will simulate that of the main shaft on a gas turbine engine. One conical magnetic bearing replaces the ball bearing in front of the compressor, and the second replaces the roller bearing behind the burner. The rig was made operational to 10,000 rpm under Smart Efficient Components funding, and both position and current adaptive vibration control have been demonstrated. Upon program completion, recommendations will be made as to the efficacy of the conical magnetic bearing for active stall control.

Trudell, Jeffrey J.↗
NASA NTRS1978

Fourth NASA Inter-Center Control Systems Conference

Space vehicle control applications are discussed, along with aircraft guidance, control, and handling qualities. System simulation and identification, engine control, advanced propulsion techniques, and advanced control techniques are also included.

Source record↗
NASA NTRS1985

Instrumentation technology overview

The Instrumentation Technology program advances the state of the art of instrumentation associated with the SSME to improve service life and performance by providing increased measurement capability. Two broad categories of instrumentation technology are sought. The first category includes sensors and systems destined to be used in and on the operational engine either during operation or between operations. These measurements supply information necessary for engine control and/or diagnostics throughout the life of the engine. The second category includes measurement systems and techniques whose application will be to engine component test stands and possibly to the test bed engine. The measurements provide the detailed information necessary to verify computer models of the performance of the various engine subsystems.

Nieberding, W. C.↗
NASA NTRS1991

Robust control systems design by H-infinity optimization theory

In this paper, step-by-step procedures of applying the H-infinity theory to robust control systems design are given. The objective of the paper is to eliminate the possible difficulties a control engineer may encounter in applying H-infinity control theory and to clear up some misconceptions about H-infinity theory like high-gain controller and numerical obstacles, etc. An efficient algorithm is used to compute the optimal H-infinity norm. The Glover and Doyle (1988) controller formulas are slightly modified and used to construct an optimal controller without any numerical difficulties.

Chang, B. C.↗
NASA NTRS2004

Antenna Linear-Quadratic-Gaussian (LQG) Controllers: Properties, Limits of Performance, and Tuning Procedure

Wind gusts are the main disturbances that depreciate tracking precision of microwave antennas and radiotelescopes. The linear-quadratic-Gaussian (LQG) controllers - as compared with the proportional-and-integral (PI) controllers significantly improve the tracking precision in wind disturbances. However, their properties have not been satisfactorily understood; consequently, their tuning is a trial-and-error process. A control engineer has two tools to tune an LQG controller: the choice of coordinate system of the controller model and the selection of weights of the LQG performance index. This article analyzes properties of an open- and closed-loop antenna. It shows that the proper choice of coordinates of the open-loop model simplifies the shaping of the closed-loop performance. The closed-loop properties are influenced by the LQG weights. The article shows the impact of the weights on the antenna closed-loop bandwidth, disturbance rejection properties, and antenna acceleration. The bandwidth and the disturbance rejection characterize the antenna performance, while the acceleration represents the performance limit set by the antenna hardware (motors). The article presents the controller tuning procedure, based on the coordinate selection and the weight properties. The procedure rationally shapes the closed-loop performance, as an alternative to the trial-and-error approach.

Gawronski, W.↗
NASA NTRS2005

NASA Glenn Research in Controls and Diagnostics for Intelligent Aerospace Propulsion Systems

With the increased emphasis on aircraft safety, enhanced performance and affordability, and the need to reduce the environmental impact of aircraft, there are many new challenges being faced by the designers of aircraft propulsion systems. Also the propulsion systems required to enable the NASA (National Aeronautics and Space Administration) Vision for Space Exploration in an affordable manner will need to have high reliability, safety and autonomous operation capability. The Controls and Dynamics Branch at NASA Glenn Research Center (GRC) in Cleveland, Ohio, is leading and participating in various projects in partnership with other organizations within GRC and across NASA, the U.S. aerospace industry, and academia to develop advanced controls and health management technologies that will help meet these challenges through the concept of Intelligent Propulsion Systems. The key enabling technologies for an Intelligent Propulsion System are the increased efficiencies of components through active control, advanced diagnostics and prognostics integrated with intelligent engine control to enhance operational reliability and component life, and distributed control with smart sensors and actuators in an adaptive fault tolerant architecture. This paper describes the current activities of the Controls and Dynamics Branch in the areas of active component control and propulsion system intelligent control, and presents some recent analytical and experimental results in these areas.

Source record↗
NASA NTRS2007

Propulsion Controls and Diagnostics Research at NASA Glenn Research Center

With the increased emphasis on aircraft safety, enhanced performance and affordability, and the need to reduce the environmental impact of aircraft, there are many new challenges being faced by the designers of aircraft propulsion systems. Also the propulsion systems required to enable the National Aeronautics and Space Administration (NASA) Vision for Space Exploration in an affordable manner will need to have high reliability, safety and autonomous operation capability. The Controls and Dynamics Branch (CDB) at NASA Glenn Research Center (GRC) in Cleveland, Ohio, is leading and participating in various projects in partnership with other organizations within GRC and across NASA, the U.S. aerospace industry, and academia to develop advanced controls and health management technologies that will help meet these challenges through the concept of Intelligent Propulsion Systems. This paper describes the current activities of the CDB under the NASA Aeronautics Research and Exploration Systems Missions. The programmatic structure of the CDB activities is described along with a brief overview of each of the CDB tasks including research objectives, technical challenges, and recent accomplishments. These tasks include active control of propulsion system components, intelligent propulsion diagnostics and control for reliable fault identification and accommodation, distributed engine control, and investigations into unsteady propulsion systems.

Garg, Sanjay↗
NASA NTRS2004

Antenna Linear-Quadratic-Gaussian (LQG) Ccontrollers: Properties, Limits of Performance, and Tuning

The LQG controllers significantly improve antenna tracking precision, but their tuning is a trial-and-error process. A control engineer has two tools to tune an LQG controller: the choice of coordinate system of the controller, and the selection of weights of the LQG performance index. The paper selects the coordinates of the open-loop model that simplify the shaping of the closed-loop performance. and analyzes the impact of thc weights on the antenna closed-loop bandwidth, disturbance rejection properties, and antenna acceleration. Finally, it presents the LQG controller tuning procedure that rationally shapes the closed-loop performance.

control technology↗
NASA NTRS2004

Antenna LQG Controllers: Properties, Limits of Performance, and Tuning Procedure

The LQG controllers significantly improve antenna tracking precision, but their tuning is a trial-and-error process. A control engineer has two tools to tune an LQG controller: the choice of coordinate system of the controller, and the selection of weights of the LQG performance index. The paper selects the coordinates of the open-loop model that simplify the shaping of the closed-loop performance and analyzes the impact of the weights on the antenna closed-loop bandwidth, disturbance rejection properties, and antenna acceleration. Finally, it presents the LQG controller tuning procedure that rationally shapes the closed-loop performance.

antennas↗
NASA NTRS2010

An Integrated Architecture for On-Board Aircraft Engine Performance Trend Monitoring and Gas Path Fault Diagnostics

Aircraft engine performance trend monitoring and gas path fault diagnostics are closely related technologies that assist operators in managing the health of their gas turbine engine assets. Trend monitoring is the process of monitoring the gradual performance change that an aircraft engine will naturally incur over time due to turbomachinery deterioration, while gas path diagnostics is the process of detecting and isolating the occurrence of any faults impacting engine flow-path performance. Today, performance trend monitoring and gas path fault diagnostic functions are performed by a combination of on-board and off-board strategies. On-board engine control computers contain logic that monitors for anomalous engine operation in real-time. Off-board ground stations are used to conduct fleet-wide engine trend monitoring and fault diagnostics based on data collected from each engine each flight. Continuing advances in avionics are enabling the migration of portions of the ground-based functionality on-board, giving rise to more sophisticated on-board engine health management capabilities. This paper reviews the conventional engine performance trend monitoring and gas path fault diagnostic architecture commonly applied today, and presents a proposed enhanced on-board architecture for future applications. The enhanced architecture gains real-time access to an expanded quantity of engine parameters, and provides advanced on-board model-based estimation capabilities. The benefits of the enhanced architecture include the real-time continuous monitoring of engine health, the early diagnosis of fault conditions, and the estimation of unmeasured engine performance parameters. A future vision to advance the enhanced architecture is also presented and discussed

Simon, Donald L.↗
NASA NTRS2011

Propulsion Controls and Diagnostics Research in Support of NASA Aeronautics and Exploration Mission Programs

The Controls and Dynamics Branch (CDB) at National Aeronautics and Space Administration (NASA) Glenn Research Center (GRC) in Cleveland, Ohio, is leading and participating in various projects in partnership with other organizations within GRC and across NASA, the U.S. aerospace industry, and academia to develop advanced propulsion controls and diagnostics technologies that will help meet the challenging goals of NASA programs under the Aeronautics Research and Exploration Systems Missions. This paper provides a brief overview of the various CDB tasks in support of the NASA programs. The programmatic structure of the CDB activities is described along with a brief overview of each of the CDB tasks including research objectives, technical challenges, and recent accomplishments. These tasks include active control of propulsion system components, intelligent propulsion diagnostics and control for reliable fault identification and accommodation, distributed engine control, and investigations into unsteady propulsion systems.

Garg, Sanjay↗
NASA NTRS1979

Progress on Variable Cycle Engines

Progress in the development and future requirements of the Variable Stream Control Engine (VSCE) are presented. The two most critical components of this advanced system for future supersonic transports, the high performance duct burner for thrust augmentation, and the low jet coannular nozzle were studied. Nozzle model tests substantiated the jet noise benefit associated with the unique velocity profile possible with a coannular nozzle system on a VSCE. Additional nozzle model performance tests have established high thrust efficiency levels only at takeoff and supersonic cruise for this nozzle system. An experimental program involving both isolated component and complete engine tests has been conducted for the high performance, low emissions duct burner with good results and large scale testing of these two components is being conducted using a F100 engine as the testbed for simulating the VSCE. Future work includes application of computer programs for supersonic flow fields to coannular nozzle geometries, further experimental testing with the duct burner segment rig, and the use of the Variable Cycle Engine (VCE) Testbed Program for evaluating the VSCE duct burner and coannular nozzle technologies.

Westmoreland, J. S.↗