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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 847 records · Page 47
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

High-speed assembly language (80386/80387) programming for laser spectra scan control and data acquisition providing improved resolution water vapor spectroscopy

An assembly language program using the Intel 80386 CPU and 80387 math co-processor chips was written to increase the speed of data gathering and processing, and provide control of a scanning CW ring dye laser system. This laser system is used in high resolution (better than 0.001 cm-1) water vapor spectroscopy experiments. Laser beam power is sensed at the input and output of white cells and the output of a Fabry-Perot. The assembly language subroutine is called from Basic, acquires the data and performs various calculations at rates greater than 150 faster than could be performed by the higher level language. The width of output control pulses generated in assembly language are 3 to 4 microsecs as compared to 2 to 3.7 millisecs for those generated in Basic (about 500 to 1000 times faster). Included are a block diagram and brief description of the spectroscopy experiment, a flow diagram of the Basic and assembly language programs, listing of the programs, scope photographs of the computer generated 5-volt pulses used for control and timing analysis, and representative water spectrum curves obtained using these programs.

Allen, Robert J.↗
NASA NTRS1961

Landing Characteristics of a Lenticular-Shaped Reentry Vehicle

An experimental investigation was made of the landing characteristics of a 1/9-scale dynamic model of a lenticular-shaped reentry vehicle having extendible tail panels for control after reentry and for landing control (flare-out). The landing tests were made by catapulting a free model onto a hard-surface runway and onto water. A "belly-landing" technique in which the vehicle was caused to skid and rock on its curved undersurface (heat shield), converting sinking speed into angular energy, was investigated on a hard-surface runway. Landings were made in calm water and in waves both with and without auxiliary landing devices. Landing motions and acceleration data were obtained over a range of landing attitudes and initial sinking speeds during hard-surface landings and for several wave conditions during water landings. A few vertical landings (parachute letdown) were made in calm water. The hard-surface landing characteristics were good. Maximum landing accelerations on a hard surface were 5g and 18 radians per sq second over a range of landing conditions. Horizontal landings on water resulted in large violent rebounds and some diving in waves. Extreme attitude changes during rebound at initial impact made the attitude of subsequent impact random. Maximum accelerations for water landings were approximately 21g and 145 radians per sq second in waves 7 feet high. Various auxiliary water-landing devices produced no practical improvement in behavior. Reduction of horizontal speed and positive control of impact attitude did improve performance in calm water. During vertical landings in calm water maximum accelerations of 15g and 110 radians per sq second were measured for a contact attitude of -45 deg and a vertical velocity of 70 feet per second.

Blanchard, Ulysse J.↗
NASA NTRS1950

Theoretical Investigation of a Proportional-Plus-Flicker Automatic Pilot

The proportional-plus-flicker automatic pilot operates by a nonlinear principle whereby a fast-acting flicker servomotor response is combined with a low-speed proportional servomotor response for the purpose of obtaining supersonic stability and control. Essentially, the autopilot maintains a zero reference about which the output is proportional to the input. However, a flicker response overrides this proportional response at a fixed angle of gimbal displacement on either side of the zero gyroscope reference. Therefore, in contrast to other high speed control systems, the design requirements are simplified because the two components of the proportional-flicker control system are easy to build separately and they can be combined in a relatively simple manner. By application of the proportional-flicker principle, satisfactory stability can be obtained by the proper adjustment of the variable factors in the autopilot mechanism; namely, the proportional gain, the amplitude of flicker control deflection, the autopilot time-lag factor (the time-lag between flicker and proportional operation), and the point in the range that the autopilot switches from a flicker to a proportional system. There is a possibility that these factors can be adjusted so that a more rapid response time (the time to reach steady state) is obtained with the non-linear proportional-flicker autopilot than with a purely linear proportional autopilot. For the main part of this analysis, the proportional part of the system is approximated by a zero-phase-lag proportional autopilot with the assumption that the control surface moves instantaneously at the point where the system switches from flicker to proportional. Good correlation is shown between the results obtained by this method and results obtained by using a close approximation of an actual autopilot transfer function for proportional autopilot operation.

Seaberg, Ernest C.↗
NASA NTRS1999

Aerodynamic Characteristics and Control Effectiveness of the HL-20 Lifting Body Configuration at Mach 10 in Air

A 0.0196-scale model of the HL-20 lifting-body, one of several configurations proposed for future crewed spacecraft, was tested in the Langley 31-Inch Mach 10 Tunnel. The purpose of the tests was to determine the effectiveness of fin-mounted elevons, a lower surface flush-mounted body flap, and a flush-mounted yaw controller at hypersonic speeds. The nominal angle-of-attack range, representative of hypersonic entry, was 2 deg to 41 deg, the sideslip angles were 0 deg, 2 deg, and -2 deg, and the test Reynolds number was 1.06 x 10 E6 based on model reference length. The aerodynamic, longitudinal, and lateral control effectiveness along with surface oil flow visualizations are presented and discussed. The configuration was longitudinally and laterally stable at the nominal center of gravity. The primary longitudinal control, the fin-mounted elevons, could not trim the model to the desired entry angle of attack of 30 deg. The lower surface body flaps were effective for roll control and the associated adverse yawing moment was eliminated by skewing the body flap hinge lines. A yaw controller, flush-mounted on the lower surface, was also effective, and the associated small rolling moment was favorable.

Scallion, William I.↗
NASA NTRS1995

The NASA Langley 16-Foot Transonic Tunnel: Historical Overview, Facility Description, Calibration, Flow Characteristics, and Test Capabilities

The Langley 16-Foot Transonic Tunnel is a closed-circuit single-return atmospheric wind tunnel that has a slotted octagonal test section with continuous air exchange. The wind tunnel speed can be varied continuously over a Mach number range from 0.1 to 1.3. Test-section plenum suction is used for speeds above a Mach number of 1.05. Over a period of some 40 years, the wind tunnel has undergone many modifications. During the modifications completed in 1990, a new model support system that increased blockage, new fan blades, a catcher screen for the first set of turning vanes, and process controllers for tunnel speed, model attitude, and jet flow for powered models were installed. This report presents a complete description of the Langley 16-Foot Transonic Tunnel and auxiliary equipment, the calibration procedures, and the results of the 1977 and the 1990 wind tunnel calibration with test section air removal. Comparisons with previous calibrations showed that the modifications made to the wind tunnel had little or no effect on the aerodynamic characteristics of the tunnel. Information required for planning experimental investigations and the use of test hardware and model support systems is also provided.

Capone, Francis J.↗
NASA NTRS1974

Digital integrated control of a Mach 2.5 mixed-compression supersonic inlet and an augmented mixed-flow turbofan engine

A digitally implemented integrated inlet-engine control system was designed and tested on a mixed-compression, axisymmetric, Mach 2.5, supersonic inlet with 45 percent internal supersonic area contraction and a TF30-P-3 augmented turbofan engine. The control matched engine airflow to available inlet airflow. By monitoring inlet terminal shock position and over-board bypass door command, the control adjusted engine speed so that in steady state, the shock would be at the desired location and the overboard bypass doors would be closed. During engine-induced transients, such as augmentor light-off and cutoff, the inlet operating point was momentarily changed to a more supercritical point to minimize unstarts. The digital control also provided automatic inlet restart. A variable inlet throat bleed control, based on throat Mach number, provided additional inlet stability margin.

Batterton, P. G.↗
NASA NTRS1993

RAID 7 disk array

Each RAID level reflects a different design architecture. Associated with each is a backdrop of imposed limitations, as well as possibilities which may be exploited within the architectural constraints of that level. There are three unique features that differentiate RAID 7 from all other levels. RAID 7 is asynchronous with respect to usage of I/O data paths. Each I/O drive (includes all data and one parity drives) as well as each host interface (there may be multiple host interfaces) has independent control and data paths. This means that each can be accessed completely, independently, of the other. This is facilitated by a separate device cache for each device/interface as well. RAID 7 is asynchronous with respect to device hierarchy and data bus utilization. Each drive and each interface is connected to a high speed data bus controlled by the embedded operating system to make independent transfers to and from central cache. RAID 7 is asynchronous with respect to the operation of an embedded real time process oriented operating system. This means that exclusive and independent of the host, or multiple host paths, the embedded OS manages all I/O transfers asynchronously across the data and parity drives. A key factor to consider is that of the RAID 7's ability to anticipate and match host I/O usage patterns. This yields the following benefits over RAID's built around micro-code based architectures. RAID 7 appears to the host as a normally connected Big Fast Disk (BFD). RAID 7 appears, from the perspective of the individual disk devices, to minimize the total number of accesses and optimize read/write transfer requests. RAID 7 smoothly integrates the random demands of independent users with the principles of spatial and temporal locality. This optimizes small, large, and time sequenced I/O requests which results in users having an I/O performance which approaches performance to that of main memory.

Stout, Lloyd↗
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 NTRS1947

An Investigation of the Aerodynamic Characteristics of an 0.08-Scale Model of the Chance Vought XF7U-1 Airplane in the Langley High-Speed 7- by 10-Foot Tunnel. Part III - Longitudinal-Control Characteristics TED No. NACA DE308: Longitudinal-Control Characteristics, TED No. NACA DE308 - Part 3

Tests have been conducted in the Langley high speed 7- by 10-foot tunnel over a Mach number range from 0.40 to 0.91 to determine the stability and control characteristics of an 0,08-scale model of the Chance Vought XF7U-1 airplane. The longitudinal-control characteristics of the complete model are presented in the present report with a limited analysis of the results.

Kuhn, Richard E.↗
NASA NTRS1990

Real-time fuzzy inference based robot path planning

This project addresses the problem of adaptive trajectory generation for a robot arm. Conventional trajectory generation involves computing a path in real time to minimize a performance measure such as expended energy. This method can be computationally intensive, and it may yield poor results if the trajectory is weakly constrained. Typically some implicit constraints are known, but cannot be encoded analytically. The alternative approach used here is to formulate domain-specific knowledge, including implicit and ill-defined constraints, in terms of fuzzy rules. These rules utilize linguistic terms to relate input variables to output variables. Since the fuzzy rulebase is determined off-line, only high-level, computationally light processing is required in real time. Potential applications for adaptive trajectory generation include missile guidance and various sophisticated robot control tasks, such as automotive assembly, high speed electrical parts insertion, stepper alignment, and motion control for high speed parcel transfer systems.

Pacini, Peter J.↗
DOE OSTI2023

Lubricant impacts on piston deposit formation in the Enterprise marine diesel research engine

The impact of lubricant formulation on piston deposits was studied using the Enterprise, a reduced-scale, single-cylinder, two-stroke crosshead marine diesel research engine. The Enterprise engine was specially designed for marine diesel lubricant research, with a custom reduced-scale cylinder lubricant injection system and extensive instrumentation of thermal boundary conditions on both the liner and piston. Lubricant conditions typical of full-scale marine diesel engines are obtained by matching mean piston speed, liner temperature profile, and combustion metrics to realistic values.Piston deposit thicknesses were measured after a set period of operation, with a focus on lubricant-based deposits on the lands and ring grooves, using both optical and contact-based measurement techniques. Engine operation for each lubricant was conducted according to a standardized protocol, with precise control of engine speed and load, cylinder lubricant injection rate, coolant temperatures, and system oil temperature; the liner and piston temperatures are continuously monitored during operation. After operation with each lubricant was completed, the engine was disassembled, and the piston and ring deposits were characterized. The piston was then thoroughly cleaned, and the lubricant system flushed, between each lubricant formulation being evaluated. The impacts on piston deposits of the lubricants being evaluated can thus be accurately quantified and are described herein.

Kaul, Brian↗
NASA NTRS1947

Stability and control characteristics of an airplane model having a 45.1 degree swept-back wing with aspect ratio 2.50 and taper ratio 0.42 and a 42.8 degree swept-back horizontal tail with aspect ratio 3.87 and taper ratio 0.49

Tests were made of an airplane model having a 45.1 degree swept-back wing with aspect ratio 2.50 and taper ratio 0.42 and a 42.8 degree swept-back horizontal tail with aspect ratio 3.87 and taper ratio 0.49 to determine its low-speed stability and control characteristics. The test Reynolds number was 2.87 x 10(6) based on a mean aerodynamic chord of 2.47 feet except for some of the aileron tests which were made at a Reynolds number of 2.05 x 10(6). With the horizontal tail located near the fuselage juncture on the vertical tail, model results indicated static longitudinal instability above a lift coefficient that was 0.15 below the lift coefficient at which stall occurred. Static longitudinal stability, however, was manifested throughout the life range with the horizontal tail located near the top of the vertical tail. The use of 10 degrees negative dihedral on the wing had little effect on the static longitudinal stability characteristics. Preliminary tests of the complete model revealed an undesirable flat spot in the yawing-moment curves at low angles of attack, the directional stability being neutral for yaw angles of plus-or-minus 2 degrees. This undesirable characteristic was improved by replacing the thick original vertical tail with a thin vertical tail and by flattening the top of the dorsal fairing.

Schuldenfrei, Marvin↗
DOE OSTI2020

Eco Look-Ahead Control of Battery Electric Vehicles and Roadway Grade Effects

Roadway grade is one of the major variables that affects a vehicle’s energy consumption. This study demonstrates the potential benefits of an eco look-ahead control for battery electric vehicles (BEVs). The proposed eco look-ahead controller was developed for the lead vehicle of a platoon of BEVs. The eco look-ahead control predicts the optimum speed and acceleration levels within a preset speed window to minimize energy consumption considering the instantaneous energy used and the regenerated energy. The developed BEV eco look-ahead control system integrates a BEV energy consumption model and a powertrain model to save fuel while maintaining vehicle speed within a user-specified window. In addition, the study demonstrates the effects of roadway grade on BEV energy consumption. The results show that the energy consumption of BEVs are significantly reduced on downhill roads compared with internal combustion engine vehicles owing to regenerative braking. Specifically, testing showed that BEVs could even produce extra energy on downhill roads. The study also tested the eco look-ahead control on an 18-km section of I-81 and found that the system produced savings of 8.51% and 26.88% in the uphill and downhill directions, respectively. This study demonstrated that regenerative energy in BEVs is a critical factor in energy efficiency and the developed eco look-ahead control significantly improved the energy efficiency for BEVs.

Engineering↗