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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 55 records · Page 3

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NASA NTRS1991

An investigation to determine the producibility of a 3-D braider and bias direction weaving loom

The development of prototype machines for the production of generalized braid patterns is described. Mechanical operating principles and control strategies are presented for two prototype machines which were fabricated and evaluated. Both machines represent advances over current techniques for forming composite material preforms by enabling near ideal control of fiber orientation. Furthermore, they overcome both the lack of general control of produced fiber architectures and the complexity of other weaving processes that were produced for the same purpose. One prototype, the modified Farley braider, consists of an array of turntables which can be rotated 90 degrees and returned; hence, they can form tracks in the x and y axis. Yarn ends are transported about the surface formed by the turntables using motorized tractors. These tractors are controlled using an optical link with a control circuit and host computer. The tractors are powered through electrical contact with the turntables. The necessary relative motions are produced by a series of linear tractor moves combined with a sequence of turntable rotations. The movement of the tractors about the surface causes the yarns to produce the desired braiding pattern. The second device, the shuttle plate braider, consists of a braiding surface formed by an array of square elements, each separated from its neighbor by a gap. Beneath this surface lies a shuttle plate, which reciprocates first in one axis and then in the other. As this movement takes place, yarn carrying shuttles engage and disengage the plate by means of solenoid activated pins. By selective engagement and disengagement, the shuttles can move the yarn ends in any desired pattern, forming the desired braid. Control power, and control signals, are transmitted from the electronic interface circuit and host computer, via the braiding surface through electrical contact with the shuttles. Motive power is proved to the shuttles by motion of the shuttle plate, which is passively driven using pneumatic rams. Each shuttle is a simple device that uses only a solenoid to engage the plate and is a simple device that uses only a solenoid to engage the plate and is independently controllable. When compared with each other, the modified Farley braider has the advantage of speed, and the shuttle plate braider the advantage of mechanical control and simplicity.

Huey, Cecil O., Jr.↗

NASA NTRS1995

Dynamics and control of instrumented harmonic drives

Since torque in harmonic drives is transmitted by a pure couple, harmonic drives do not generate radial forces and therefore can be instrumented with torque sensors without interference from radial forces. The installation of torque sensors on the stationary component of harmonic drives (the Flexipline cup in this research work) produce backdrivability needed for robotic and telerobotic compliant maneuvers. Backdrivability of a harmonic drive, when used as torque increaser, means that the output shaft can be rotated via finite amount of torque. A high ratio harmonic drive is non-backdrivable because its output shaft cannot be turned by applying a torque on it. This article first develops the dynamic behavior of a harmonic drive, in particular the non-backdrivability, in terms of a sensitivity transfer function. The instrumentation of the harmonic drive with torque sensor is then described. This leads to a description of the control architecture which allows modulation of the sensitivity transfer function within the limits established by the closed-loop stability. A set of experiments on an active hand controller, powered by a DC motor coupled to an instrumented harmonic drive, is given to exhibit this method's limitations.

NASA Discipline Space Human Factors↗

NASA NTRS2020

Control Demonstration of Multiple Doubly Fed Induction Motors for Hybrid Electric Propulsion

The Convergent Aeronautics Solutions (CAS) High Voltage Hybrid Electric Propulsion (HVHEP) activity was formulated to support the move into future hybrid-electric aircraft. The goal of this high-voltage activity is to develop a new alternating current (AC) power architecture to support the needs of higher efficiency and lower emissions aircraft. This proposed architecture will adopt the use of the doubly fed induction machine (DFIM) for propulsor drive motor application. The DFIMs are attractive for several reasons, including but not limited to, the ability to self-start, the ability to operate subsynchronously and supersynchronously, and the requirement for power converters rated at a fraction of those required in a corresponding direct current system, dependent on the range of operation. The focus of this report is based specifically on the presentation and analysis of a novel strategy, which allows for independent operation of multiple doubly fed induction motors from a common AC bus

David J Sadey↗

NASA NTRS2011

Hybrid Power Management-Based Vehicle Architecture

Hybrid Power Management (HPM) is the integration of diverse, state-of-the-art power devices in an optimal configuration for space and terrestrial applications (s ee figure). The appropriate application and control of the various power devices significantly improves overall system performance and efficiency. The basic vehicle architecture consists of a primary power source, and possibly other power sources, that provides all power to a common energy storage system that is used to power the drive motors and vehicle accessory systems. This architecture also provides power as an emergency power system. Each component is independent, permitting it to be optimized for its intended purpose. The key element of HPM is the energy storage system. All generated power is sent to the energy storage system, and all loads derive their power from that system. This can significantly reduce the power requirement of the primary power source, while increasing the vehicle reliability. Ultracapacitors are ideal for an HPM-based energy storage system due to their exceptionally long cycle life, high reliability, high efficiency, high power density, and excellent low-temperature performance. Multiple power sources and multiple loads are easily incorporated into an HPM-based vehicle. A gas turbine is a good primary power source because of its high efficiency, high power density, long life, high reliability, and ability to operate on a wide range of fuels. An HPM controller maintains optimal control over each vehicle component. This flexible operating system can be applied to all vehicles to considerably improve vehicle efficiency, reliability, safety, security, and performance. The HPM-based vehicle architecture has many advantages over conventional vehicle architectures. Ultracapacitors have a much longer cycle life than batteries, which greatly improves system reliability, reduces life-of-system costs, and reduces environmental impact as ultracapacitors will probably never need to be replaced and disposed of. The environmentally safe ultracapacitor components reduce disposal concerns, and their recyclable nature reduces the environmental impact. High ultracapacitor power density provides high power during surges, and the ability to absorb high power during recharging. Ultracapacitors are extremely efficient in capturing recharging energy, are rugged, reliable, maintenance-free, have excellent lowtemperature characteristic, provide consistent performance over time, and promote safety as they can be left indefinitely in a safe, discharged state whereas batteries cannot.

Eichenberg, Dennis J.↗

NASA NTRS1998

Fullerene Machines

Recent computational efforts at NASA Ames Research Center and computation and experiment elsewhere suggest that a nanotechnology of machine phase functionalized fullerenes may be synthetically accessible and of great interest. We have computationally demonstrated that molecular gears fashioned from (14,0) single-walled carbon nanotubes and benzyne teeth should operate well at 50-100 gigahertz. Preliminary results suggest that these gears can be cooled by a helium atmosphere and a laser motor can power fullerene gears if a positive and negative charge have been added to form a dipole. In addition, we have unproven concepts based on experimental and computational evidence for support structures, computer control, a system architecture, a variety of components, and manufacture. Combining fullerene machines with the remarkable mechanical properties of carbon nanotubes, there is some reason to believe that a focused effort to develop fullerene nanotechnology could yield materials with tremendous properties.

Globus, Al↗

NASA NTRS2011

Towards Autonomous Operation of Robonaut 2

The Robonaut 2 (R2) platform, as shown in Figure 1, was designed through a collaboration between NASA and General Motors to be a capable robotic assistant with the dexterity similar to a suited astronaut [1]. An R2 robot was sent to the International Space Station (ISS) in February 2011 and, in doing so, became the first humanoid robot in space. Its capabilities are presently being tested and expanded to increase its usefulness to the crew. Current work on R2 includes the addition of a mobility platform to allow the robot to complete tasks (such as cleaning, maintenance, or simple construction activities) both inside and outside of the ISS. To support these new activities, R2's software architecture is being developed to provide efficient ways of programming robust and autonomous behavior. In particular, a multi-tiered software architecture is proposed that combines principles of low-level feedback control with higher-level planners that accomplish behavioral goals at the task level given the run-time context, user constraints, the health of the system, and so on. The proposed architecture is shown in Figure 2. At the lowest-level, the resource level, there exists the various sensory and motor signals available to the system. The sensory signals for a robot such as R2 include multiple channels of force/torque data, joint or Cartesian positions calculated through the robot's proprioception, and signals derived from objects observable by its cameras.

Badger, Julia M.↗

NASA NTRS1997

Hybrid Electric Transit Bus

A government, industry, and university cooperative is developing an advanced hybrid electric city transit bus. Goals of this effort include doubling the fuel economy compared to current buses and reducing emissions to one-tenth of current EPA standards. Unique aspects of the vehicle's power system include the use of ultra-capacitors as an energy storage system, and a planned natural gas fueled turbogenerator developed from a small jet engine. Power from both the generator and energy storage system is provided to a variable speed electric motor attached to the rear axle. At over 15000 kg gross weight, this is the largest vehicle of its kind ever built using ultra-capacitor energy storage. This paper describes the overall power system architecture, the evolution of the control strategy, and its performance over industry standard drive cycles.

Viterna, Larry A.↗

NASA NTRSDate not supplied

NASA Hypersonic Technology Project (HTP) Sic/Sic Research for Hypersonic Airframe Hot Structures

NASA, DoD, and industry have a vision for reusable hypersonic vehicles (Mach > 5). The realization of this vision will require high-specific-strength, high-temperature, reusable structures. In the sub-sonic and super-sonic flight regimes, high-specific-strength structures can be obtained via the use of aluminum, titanium, and composite materials. In the high-temperature environments associated with hypersonic flight, high specific strength is obtained via refractory-composite materials. NASA Langley Research Center has multiple efforts focused on evaluating refractory-composites for use as airframe hot structures for reusable hypersonic vehicles. Current efforts span the entire building-block approach, including coupon, element, subcomponent, and component manufacturing and testing. The coupon level work includes progressive damage testing and analysis, restrained thermal growth testing, stressed oxidation testing, and evaluation of laminate properties for several layup architectures. Element testing includes evaluation of over-temperature capability and co-processed bonding, fastener development, and analysis and testing of beaded (corrugated) panels. Subcomponent level work includes a solid rocket motor booster fin and a portion of a control surface, and component level work includes a control surface static test article. The current presentation will provide an update of work being performed at NASA, which is expected to transition refractory-composite materials to reusable hypersonic vehicles.

Hot structures↗

NASA NTRS2011

A Hybrid Power Management (HPM) Based Vehicle Architecture

Society desires vehicles with reduced fuel consumption and reduced emissions. This presents a challenge and an opportunity for industry and the government. The NASA John H. Glenn Research Center (GRC) has developed a Hybrid Power Management (HPM) based vehicle architecture for space and terrestrial vehicles. GRC's Electrical and Electromagnetics Branch of the Avionics and Electrical Systems Division initiated the HPM Program for the GRC Technology Transfer and Partnership Office. HPM is the innovative integration of diverse, state-of-the-art power devices in an optimal configuration for space and terrestrial applications. The appropriate application and control of the various power devices significantly improves overall system performance and efficiency. The basic vehicle architecture consists of a primary power source, and possibly other power sources, providing all power to a common energy storage system, which is used to power the drive motors and vehicle accessory systems, as well as provide power as an emergency power system. Each component is independent, permitting it to be optimized for its intended purpose. This flexible vehicle architecture can be applied to all vehicles to considerably improve system efficiency, reliability, safety, security, and performance. This unique vehicle architecture has the potential to alleviate global energy concerns, improve the environment, stimulate the economy, and enable new missions.

Eichenberg, Dennis J.↗

NASA NTRS2023

X-57 Cockpit Interface Control Document (ICD-CEPT-006)

The Cockpit Interface Control Document defines the hardware interfaces between the X-57 cockpit and subsystems. It provides locational and operational information in support of ground and flight operations with details on controls and displays that include Modes of Operation, Start-Up and Shut- Down Sequence diagrams and captures the current state of the MOD II Avionics Power Architecture. There is also preliminary information of the MOD III and MOD IV configurations. Microsoft PowerPoint was chosen for the document as early development required frequent meetings with multiple customers including aircraft operators (pilots), ground operations, support contractors and power, instrumentation, and human systems integration engineers and PowerPoint enabled presentations that could be quickly modified based on customer and developer interaction. One of the driving requirements for the cockpit design was to keep the left side panel as close the stock Tecnam panel as possible to reduce the failure risk of flight critical indicators. The original annunciator panel in the left side panel was modified to alert the pilot to failures in critical X-57 subsystems and an operator audio alert capability was added for these subsystems. Power-Up switches for the aircraft low voltage 13.8 VDC systems are located at the bottom of the left side panel and center panel, the same location as the stock Tecnam 13.8 VDC switches. The switches for energizing the high voltage system were located in the overhead panel to reduce the risk of inadvertently energizing the high voltage system during the low voltage power-up sequence. The Cruise Motor ARM switches were also located in the overhead panel and correspond to the same location as the stock Tecnam ignition switches. The stock Tecnam throttle levers and prop pitch levers were retained for the X-57. The throttle levers were renamed torque levers since they controlled the commanded torque to the cruise motors. The prop pitch levers provide a commanded RPM signal to an electronic prop pitch controller. X-57 specific displays, located in the right-side panel, are driven by dedicated sensors that monitor right and left side cruise motor RPM, right and left high voltage “Traction Bus” A and B (voltage, current and power) and the Avionics Bus DC converters (A and B) voltage and current. An X-57 Multi-Function Display (MFD) located in the center panel displays CAN Bus parameters. CAN Bus architecture is not certified for flight so these displays could not be used for safety critical information but were designed to be used for test point information only.

Laura Kushner↗

NASA NTRSDate not supplied

SOLL-E: A Module Transport and Placement Robot for Autonomous Assembly of Discrete Lattice Structures

This paper presents the design and development of a transport and placement robot that demonstrates autonomous assembly of structural building blocks. The robots are intended to serve as a critical component of automated structural assembly and maintenance systems. The Scaling Omni-directional Lattice Locomoting Explorer (SOLL-E) uses a 5-DoF bipedal inchworm locomotion architecture with locking foot and cargo grippers. The locomotion system employs large magnet gap diameter BLDC motors with moderate timing belt gearing for primary joints, and DC planetary gearmotors for turning. Foot and cargo grippers are identical, with servo-actuated locking mechanisms. Three modular controller boards are used to control these actuators in real-time, with command and telemetry data transferred between the server and each controller board via WiFi. Functionality and performance were evaluated in a ground demonstration.

robotics↗

NASA NTRS1989

The JPL telerobotic Manipulator Control and Mechanization (MCM) subsystem

The Manipulator Control and Mechanization (MCM) subsystem of the telerobot system provides the real-time control of the robot manipulators in autonomous and teleoperated modes and real time input/output for a variety of sensors and actuators. Substantial hardware and software are included in this subsystem which interfaces in the hierarchy of the telerobot system with the other subsystems. The other subsystems are: run time control, task planning and reasoning, sensing and perception, and operator control subsystem. The architecture of the MCM subsystem, its capabilities, and details of various hardware and software elements are described. Important improvements in the MCM subsystem over the first version are: dual arm coordinated trajectory generation and control, addition of integrated teleoperation, shared control capability, replacement of the ultimate controllers with motor controllers, and substantial increase in real time processing capability.

Hayati, Samad↗

NASA NTRS2005

Enabling the On-Line Intrinsic Evolution of Analog Controllers

The intrinsic evolution of analog controllers to provide closed-loop control of the speed of a DC motor has been previously demonstrated at NASA Marshall Space Flight Center. A side fleet of the evolutionary process is that during evolution there are necessarily poor configurations to be evaluated that could cause damage to the plant. This paper concern the development and implementation of a safe Evolvable Analog Controller (EAC) architecture able to evolve controllers on-line even in the presence of these poor configurations. The EAC concept is discussed and experimental results are presented that show the feasibility of the approach This EAC architecture represents the first in a series of steps required to make deployment of an evolvable controller a reality.

Gwaltney, David A.↗

NASA NTRS2005

Enabling the On-line Intrinsic Evolution of Analog Controllers

The intrinsic evolution of analog controllers to provide closed-loop control of the speed of a DC motor has been previously demonstrated at NASA Marshall Space Flight Center. A side effect of the evolutionary process is that during evolution there are necessarily poor configurations to be evaluated that could cause damage to the plant, This paper concerns the development and implementation of a safe Evolvable Analog Controller (EAC) architecture able to evolve controllers on-line even in the presence of these poor configurations, The EAC concept is discussed and experimental results are presented that show the feasibility of the approach This EAC architecture represents the first in a series of steps required to make deployment of an evolvable controller a reality.

Gwaltney, David A.↗

NASA NTRS2016

Design and Development of a 200-kW Turbo-Electric Distributed Propulsion Testbed

The National Aeronautics and Space Administration (NASA) Armstrong Flight Research Center (AFRC) (Edwards, California) is developing a Hybrid-Electric Integrated Systems Testbed (HEIST) Testbed as part of the HEIST Project, to study power management and transition complexities, modular architectures, and flight control laws for turbo-electric distributed propulsion technologies using representative hardware and piloted simulations. Capabilities are being developed to assess the flight readiness of hybrid electric and distributed electric vehicle architectures. Additionally, NASA will leverage experience gained and assets developed from HEIST to assist in flight-test proposal development, flight-test vehicle design, and evaluation of hybrid electric and distributed electric concept vehicles for flight safety. The HEIST test equipment will include three trailers supporting a distributed electric propulsion wing, a battery system and turbogenerator, dynamometers, and supporting power and communication infrastructure, all connected to the AFRC Core simulation. Plans call for 18 high performance electric motors that will be powered by batteries and the turbogenerator, and commanded by a piloted simulation. Flight control algorithms will be developed on the turbo-electric distributed propulsion system.

distributed↗

NASA NTRSDate not supplied

Design Concepts to Meet EASA SC-VTOL-01 Single Failure Criteria

The objective of the current work is to discuss European Union Aviation Safety Agency (EASA) SC-VTOL-01 single failure criteria, VTOL.2250(c). Prior studies have developed concept distributed propulsion and flight control (DPFC) system architectures and found they comply with EASA SC-VTOL-01 probabilistic failure criteria, VTOL.2510(a). Prior work developed two all-electric DPFC systems utilized in a quadrotor concept aircraft developed by the National Aeronautics and Space Administration (NASA); one uses interconnecting shafts and gearboxes to interconnect redundant motors with each rotor system and the other uses gearboxes to connect redundant motors locally, near each rotor. Common between the two electric DPFC systems were rotor shafts, epicyclic systems, and motors. The current work explores Category I failures in drive systems, relevant research to support fail-safe design practices for gear systems, research and adjacent industry trends in motor fail-safety and reliability, and proposed design concepts to comply with VTOL.2250(c). Continued research in fail-safe design concepts and design guidance will benefit eVTOL and conventional rotorcraft, alike. Continued research in these areas will benefit eVTOL certification against SC-VTOL-01, and could optimistically translate to more widespread adoption of similar fail-safe design concepts into new rotorcraft designs certified against CS-29.

Rotorcraft↗

NASA NTRS1987

Computing architecture for telerobots in earth orbit

Based on generic operational and computational requirements associated with the control of telerobots in earth orbit, a multibus-based distributed but integrated computing architecture is proposed. An experimental system of that kind under development at the Jet Propulsion Laboratory (JPL) is briefly described. It uses Intel Multibus I at both control station and remote robot (telerobot) computing nodes. An essential element within each multibus is a Unified (or Universal) Computer Control Subsystem (UCCS) for telerobot and control station motor components. The two multibus-based computing nodes can be linked by parallel or high speed serial links for real-time data transmission and for closing the real-time bilateral (force-reflecting) control loop between telerobot and control station. The experimental system is briefly commented, followed by a brief discussion of future development plans and possibilities.

Bejczy, A. K.↗

NASA NTRS2002

The AMPA receptor subunit GluR1 regulates dendritic architecture of motor neurons

The morphology of the mature motor neuron dendritic arbor is determined by activity-dependent processes occurring during a critical period in early postnatal life. The abundance of the AMPA receptor subunit GluR1 in motor neurons is very high during this period and subsequently falls to a negligible level. To test the role of GluR1 in dendrite morphogenesis, we reintroduced GluR1 into rat motor neurons at the end of the critical period and quantitatively studied the effects on dendrite architecture. Two versions of GluR1 were studied that differed by the amino acid in the "Q/R" editing site. The amino acid occupying this site determines single-channel conductance, ionic permeability, and other essential electrophysiologic properties of the resulting receptor channels. We found large-scale remodeling of dendritic architectures in a manner depending on the amino acid occupying the Q/R editing site. Alterations in the distribution of dendritic arbor were not prevented by blocking NMDA receptors. These observations suggest that the expression of GluR1 in motor neurons modulates a component of the molecular substrate of activity-dependent dendrite morphogenesis. The control of these events relies on subunit-specific properties of AMPA receptors.

Non-NASA Center↗