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A power source and load-control concept was designed and tested for use with a Brayton cycle turboalternator. The concept provides power that adjusts to a range of loads while controlling alternator speed and isolating load-switching transients. The concept is also applicable to power-generating sources other than the Brayton cycle.
Up until now, loads analyses of the X-33 RLV have been done at Marshall Space Flight Center (MSFC) using aerodynamic loads derived from CFD and wind tunnel models of a rigid vehicle. Control forces and moments are determined using a rigid vehicle trajectory analysis and the detailed control load distributions for achieving the desired control forces and moments, again on the rigid vehicle, are determined by Lockheed Martin Skunk Works. However, static aeroelastic effects upon the load distributions are not known. The static aeroelastic effects will generally redistribute external loads thereby affecting both the internal structural loads as well as the forces and moments generated by aerodynamic control surfaces. Therefore, predicted structural sizes as well as maneuvering requirements can be altered by consideration of static aeroelastic effects. The objective of the present work is the development of models and solutions for including static aeroelasticity in the calculation of X-33 loads and in the determination of stability and control derivatives.
High performance aircraft, especially those with twin vertical tails, encounter unsteady buffet loads when flying at high angles of attack. These stochastic loads result in significant stresses, which may cause fatigue damage leading to restricted capabilities and availability of the aircraft. An international collaborative research activity among Australia, Canada and the United States, conducted under the auspices of The Technical Cooperation Program (TTCP) contributed resources toward a program that coalesced a broad range of technical knowledge and expertise into a single investigation to demonstrate the enhanced performance and capability of the advanced active Buffet Load Alleviation ( ) control system in preparation for a flight test demonstration. The research team investigated the use of active structural control to alleviate the damaging structural response to these loads by applying advanced directional piezoelectric actuators, the aircraft rudder, switch mode amplifiers, and advanced control strategies on an F/A-18 aircraft empennage. Some results of the full-scale investigation are presented herein.
The prediction of flight loads and their potential reduction, using various control logics for the space shuttle vehicles, is very complex. Some factors, not found on previous launch vehicles, that increase the complexity are large lifting surfaces, unsymmetrical structure, unsymmetrical aerodynamics, trajectory control system coupling, and large aeroelastic effects. Discussed are these load producing factors and load reducing techniques. Identification of potential technology areas is included.
This paper presents the results of the structural design and analysis of the upper pressure shell section of a carbon composite demonstration structure for the Composite Crew Module (CCM) Project. The project is managed by the NASA Engineering and Safety Center with participants from eight NASA Centers, the Air Force Research Laboratory, and multiple aerospace contractors including ATK/Swales, Northrop Grumman, Lockheed Martin, Collier Research Corporation, Genesis Engineering, and Janicki Industries. The paper discusses details of the upper pressure shell section design of the CCM and presents the structural analysis results using the HyperSizer structural sizing software and the MSC Nastran finite element analysis software. The HyperSizer results showed that the controlling load case driving most of the sizing in the upper pressure shell section was the internal pressure load case. The regions around the cutouts were controlled by internal pressure and the main parachute load cases. The global finite element analysis results showed that the majority of the elements of the CCM had a positive margin of safety with the exception of a few hot spots around the cutouts. These hot spots are currently being investigated with a more detailed analysis. Local finite element models of the Low Impact Docking System (LIDS) interface ring and the forward bay gussets with greater mesh fidelity were created for local sizing and analysis. The sizing of the LIDS interface ring was driven by the drogue parachute loads, Trans-Lunar Insertion (TLI) loads, and internal pressure. The drogue parachute loads controlled the sizing of the gusset cap on the drogue gusset and TLI loads controlled the sizing of the other five gusset caps. The main parachute loads controlled the sizing of the lower ends of the gusset caps on the main parachute fittings. The results showed that the gusset web/pressure shell and gusset web/gusset cap interfaces bonded using Pi-preform joints had local hot spots in the Pi-preform termination regions. These regions require a detailed three-dimensional analysis, which is currently being performed, to accurately address the load distribution near the Pi-preform termination in the upper and lower gusset caps.
Power and load priorty control concept for Brayton cycle power system providing speed control and field current control for alternator and load simulation which includes energy storage
Parasitic load speed control for dynamic space power systems
A test facility at LeRC was assembled for evaluating free-piston Stirling engine/linear alternator control options, and interaction with various electrical loads. This facility is based on a 'SPIKE' engine/alternator. The engine/alternator, a multi-purpose load system, a digital computer based load and facility control, and a data acquisition system with both steady-periodic and transient capability are described. Preliminary steady-periodic results are included for several operating modes of a digital AC parasitic load control. Preliminary results on the transient response to switching a resistive AC user load are discussed.
A test facility at LeRC was assembled for evaluating free-piston Stirling engine/linear alternator control options, and interaction with various electrical loads. This facility is based on a 'SPIKE' engine/alternator. The engine/alternator, a multi-purpose load system, a digital computer based load and facility control, and a data acquisition system with both steady-periodic and transient capability are described. Preliminary steady-periodic results are included for several operating modes of a digital AC parasitic load control. Preliminary results on the transient response to switching a resistive AC user load are discussed.
Reduction of apparent power requirement for phase controlled parasitically loaded turboalternator by multiple parasitic loads
An analysis of the rotor and control system loads of the XV-15 with the Advanced Technology Blades (XV-15/ATB) was conducted to study the effects of modifications designed to alleviate high collective actuator loads encountered during initial flight tests. Rotor loads predictions were correlated with flight data to establish accuracies of the methodology used in the analysis. Control system loads predictions were then examined and were also correlated with flight data. The results showed a significant reduction in 3/rev collective actuator loads of the XV-15/ATB when the control system stiffness was increased and the rotor blade chord balance and tip twist were modified.
An analysis of the rotor and control system loads of the XV-15 with the Advanced Technology Blades (XV-15/ATB) was conducted to investigate the effects of modifications designed to alleviate high collective actuator loads encountered during initial flight tests. Rotor loads predictions were correlated with flight data to establish accuracies of the methodology used in the analysis. Control system loads predictions were then examined and were also correlated with flight data. The results showed a significant reduction in 3/rev collective actuator loads of the XV-15/ATB when the control system stiffness was increased and the rotor blade chord balance and tip twist were modified.
A simplified load-following control scheme has been proposed for a fuel cell power system. The scheme could be used to control devices that are important parts of a fuel cell system but are sometimes characterized as parasitic because they consume some of the power generated by the fuel cells.
Composite Because of their high specific stiffness and strength at elevated temperatures, continuously reinforced metal matrix composites (MMC's) are under consideration for a future generation of aeropropulsion systems. Since components in aeropropulsion systems experience substantial cyclic thermal and mechanical loads, the fatigue behavior of MMC's is of great interest. Almost without exception, previous investigations of the fatigue behavior of MMC's have been conducted in a tension-tension, load-controlled mode. This has been due to the fact that available material is typically less than 2.5-mm thick and, therefore, unable to withstand high compressive loads without buckling. Since one possible use of MMC's is in aircraft skins, this type of testing mode may be appropriate. However, unlike aircraft skins, most engine components are thick. In addition, the transient thermal gradients experienced in an aircraft engine will impose tension-compression loading on engine components, requiring designers to understand how the MMC will behave under fully reversed loading conditions. The increased thickness of the MMC may also affect the fatigue life. Traditionally, low-cycle fatigue (LCF) tests on MMC's have been performed in load control. For monolithic alloys, low-cycle fatigue tests are more typically performed in strain control. Two reasons justify this choice: (1) the critical volume from which cracks initiate and grow is generally small and elastically constrained by the larger surrounding volume of material, and (2) load-controlled, low-cycle fatigue tests of monolithics invariably lead to unconstrained ratcheting and localized necking--an undesired material response because the failure mechanism is far more severe than, and unrelated to, the fatigue mechanism being studied. It is unknown if this is the proper approach to composite testing. However, there is a lack of strain-controlled data on which to base any decisions. Consequently, this study addresses the isothermal, LCF behavior of a [0]_32 MMC tested under strain- and load-controlled conditions for both zero-tension and tension-compression loading conditions. These tests were run at 427 C on thick specimens of SiC-reinforced Ti-15-3. For the fully-reversed tests, no difference was observed in the lives between the load- and strain-controlled tests. However, for the zero-tension tests, the strain-controlled tests had longer lives by a factor of 3 in comparison to the load-controlled tests. This was due to the fact that under strain-control the specimens cyclically softened, reducing the cracking potential. In contrast, the load-controlled tests ratcheted toward larger tensile strains leading to an eventual overload of the fibers. Fatigue tests revealed that specimens tested under fully-reversed conditions had lives approximately an order of magnitude longer than for those specimens tested under zero tension. When examined on a strain-range basis, the fully reversed specimens had similar, but still shorter lives than those of the unreinforced matrix material. However, the composite had a strain limitation at short lives because of the limited strain capacity of the brittle ceramic fiber. The composite also suffered at very high lives because of the lack of an apparent fatigue limit in comparison to the unreinforced matrix. The value of adding fibers to the matrix is apparent when the fatigue lives are plotted as a function of stress range. Here, the composite is far superior to the unreinforced matrix because of the additional load-carrying capacity of the fibers.
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Results of a design and flight test program conducted to define the effect of rotating pushrod damping on stall-flutter induced control loads are presented. The CH-54B helicopter was chosen as the test aircraft because it exhibited stall induced control loads. Damping was introduced into the CH-54B control system by replacing the standard pushrod with spring-damper assemblies. Design features of the spring-damper are described and the results of a dynamic analysis are shown which define the pushrod stiffness and damping requirements. Flight test measurements taken at 47,000 lb gross weight with and without the damper are presented. The results indicate that the spring-damper pushrods reduced high frequency, stall-induced rotating control loads by almost 50%. Fixed system control loads were reduced by 40%. Handling qualities in stall were unchanged, as expected.
With the completion of the F-111 test-bed Mission Adaptive Wing (MAW) test program's manual flight control system, emphasis has been shifted to flight testing of MAW automatic control modes. These encompass (1) cruise camber control, (2) maneuver camber control, (3) maneuver load control, and (4) maneuver enhancement and load alleviation control. The aircraft is currently cleared to a 2.5-g maneuvering limit due to generally higher variable-incidence wing pivot loads than had been anticipated, especially at the higher wing-camber settings. Buffet is noted to be somewhat higher than expected at the higher camber settings.
Dynamic characteristics of parasitic loading speed controller for Brayton cycle turboalternator