Search NASA⌕ Search

SEARCH · Search NASA

Results for “ANGULAR ACCELERATION”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Orbital Gravity Gradiometry Beyond GOCE: Mission Concepts

Significant advances in the technologies needed for space-based cryogenic instruments have been made in the last decade, including cryocoolers, spacecraft architectures and cryogenic amplifiers. These enable considerably more complex instruments to be put into orbit for long-duration missions. One such instrument is the Superconducting Gravity Gradiometer (SGG) developed by Paik, et al. A magnetically levitated version is under consideration for a follow-on mission to GRACE (Gravity Recovery and Climate Experiment) and GOCE (Gravity field and steady-state Ocean Circulation Explorer). With its inherently greater rejection of common mode accelerations and ability to cancel the coupling of angular accelerations into the gradient signal, the SGG can achieve [an accuracy of] 0.01 milli-Eotvos (gravitational gradient of the Earth) divided by the square root of frequency in hertz, with requirements for attitude control that can be met with existing spacecraft. In addition, the use of a cryocooler for cooling the instrument will alleviate the previously severe constraint on mission lifetime imposed by the use of superfluid helium,. enabling mission durations in the 5-10 year range. Studies are underway to determine requirements for orbit (polar versus sun-synchronous), altitude (which affects spacecraft drag), instrument temperature and stability, cryocooler vibration control, and control and readout electronics. These will be used to determine the SGG's sensitivity and ultimate resolution for gravity recovery. This paper will discuss preliminary instrument and spacecraft design, and toplevel mission requirements.

Shirron, Peter J.↗
NASA NTRS1981

Superconducting tensor gravity gradiometer for satellite geodesy and inertial navigation

A sensitive gravity gradiometer can provide much needed gravity data of the earth and improve the accuracy of inertial navigation. Superconductivity and other properties of materials at low temperatures can be used to obtain a sensitive, low-drift gravity gradiometer; by differencing the outputs of accelerometer pairs using superconducting circuits, it is possible to construct a tensor gravity gradiometer which measures all the in-line and cross components of the tensor simultaneously. Additional superconducting circuits can be provided to determine the linear and angular acceleration vectors. A tensor gravity gradiometer with these features is being developed for satellite geodesy. The device constitutes a complete package of inertial navigation instruments with angular and linear acceleration readouts as well as gravity signals.

Paik, H. J.↗
NASA NTRS1974

Research on biophysical evaluation of the human vestibular system

The human vestibular function was studied by the combined approach of advanced measurement and mathematical modelling. Fundamental measurements of some physical properties of endolymph and perilymph, combined with nystagmus measurements and fluid mechanical analysis of semicircular canal function furthered the theory of canal mechanical response to angular acceleration, caloric stimulation and relating linear acceleration. The effects of adaptation seen at low frequency angular stimulation were studied and modelled to remove some shortcomings of the torsion pendulum models. Otolith function was also studied experimentally and analytically, leading to a new set of models for subjective orientation. Applications to special problems of space, including the case of rotating spacecraft were investigated and the interaction of visual and vestibular cues and their relation to proprioceptive information was explored relative to postural control.

Young, L. R.↗
NASA NTRS2013

Orion MPCV Touchdown Detection Threshold Development and Testing

A robust method of detecting Orion Multi ]Purpose Crew Vehicle (MPCV) splashdown is necessary to ensure crew and hardware safety during descent and after touchdown. The proposed method uses a triple redundant system to inhibit Reaction Control System (RCS) thruster firings, detach parachute risers from the vehicle, and transition to the post ]landing segment of the Flight Software (FSW). The vehicle crew is the prime input for touchdown detection, followed by an autonomous FSW algorithm, and finally a strictly time based backup timer. RCS thrusters must be inhibited before submersion in water to protect against possible damage due to firing these jets under water. In addition, neglecting to declare touchdown will not allow the vehicle to transition to post ]landing activities such as activating the Crew Module Up ]righting System (CMUS), resulting in possible loss of communication and difficult recovery. A previous AIAA paper gAssessment of an Automated Touchdown Detection Algorithm for the Orion Crew Module h concluded that a strictly Inertial Measurement Unit (IMU) based detection method using an acceleration spike algorithm had the highest safety margins and shortest detection times of other methods considered. That study utilized finite element simulations of vehicle splashdown, generated by LS ]DYNA, which were expanded to a larger set of results using a Kriging surface fit. The study also used the Decelerator Systems Simulation (DSS) to generate flight dynamics during vehicle descent under parachutes. Proto ]type IMU and FSW MATLAB models provided the basis for initial algorithm development and testing. This paper documents an in ]depth trade study, using the same dynamics data and MATLAB simulations as the earlier work, to further develop the acceleration detection method. By studying the combined effects of data rate, filtering on the rotational acceleration correction, data persistence limits and values of acceleration thresholds, an optimal configuration was determined. The lever arm calculation, which removes the centripetal acceleration caused by vehicle rotation, requires that the vehicle angular acceleration be derived from vehicle body rates, necessitating the addition of a 2nd order filter to smooth the data. It was determined that using 200 Hz data directly from the vehicle IMU outperforms the 40 Hz FSW data rate. Data persistence counter values and acceleration thresholds were balanced in order to meet desired safety and performance. The algorithm proved to exhibit ample safety margin against early detection while under parachutes, and adequate performance upon vehicle splashdown. Fall times from algorithm initiation were also studied, and a backup timer length was chosen to provide a large safety margin, yet still trigger detection before CMUS inflation. This timer serves as a backup to the primary acceleration detection method. Additionally, these parameters were tested for safety on actual flight test data, demonstrating expected safety margins.

Daum, Jared↗
NASA NTRS1992

Atmospheric entry of nuclear-powered vehicles due to accidental/inadvertent termination of operations

The entries of the radioactive components into earth's atmosphere resulting from an accident or inadvertent abort of a space vehicle powered by nuclear-thermal-rockets are investigated. The study is made for a typical piloted Mars mission vehicle incapacitated by an accident or malfunction during the trans-Mars-injection maneuver due to simultaneous multiple failures of its component systems. The three different accident/abort modes considered are the following: (1) a constant-rate angular pitching motion of the vehicle, (2) a constant-acceleration angular pitching motion of the vehicle, and (3) the rocket engine breaks away from the rest of the vehicle with a finite relative (dispersion) velocity. The speeds and angles of the atmospheric entries are calculated for each mode for different values of the time of the accident, pitching rate, acceleration, and dispersion velocity. For the most severe entry speeds and flight-path angles, the stagnation-point pressures, heat transfer rates, thickness, and mass per unit area of the heat shields necessary to protect the radioactive components from disintegrating, deceleration g-loads, and high ground-impact velocities are calculated. The study points out that the high g-loads and high ground-impact velocities are the most serious problems that must be addressed.

Menees, Gene P.↗
NASA NTRS1966

The Vestibular System and Human Dynamic Space Orientation

The motion sensors of the vestibular system are studied to determine their role in human dynamic space orientation and manual vehicle control. The investigation yielded control models for the sensors, descriptions of the subsystems for eye stabilization, and demonstrations of the effects of motion cues on closed loop manual control. Experiments on the abilities of subjects to perceive a variety of linear motions provided data on the dynamic characteristics of the otoliths, the linear motion sensors. Angular acceleration threshold measurements supplemented knowledge of the semicircular canals, the angular motion sensors. Mathematical models are presented to describe the known control characteristics of the vestibular sensors, relating subjective perception of motion to objective motion of a vehicle. The vestibular system, the neck rotation proprioceptors and the visual system form part of the control system which maintains the eye stationary relative to a target or a reference. The contribution of each of these systems was identified through experiments involving head and body rotations about a vertical axis. Compensatory eye movements in response to neck rotation were demonstrated and their dynamic characteristics described by a lag-lead model. The eye motions attributable to neck rotations and vestibular stimulation obey superposition when both systems are active. Human operator compensatory tracking is investigated in simple vehicle orientation control system with stable and unstable controlled elements. Control of vehicle orientation to a reference is simulated in three modes: visual, motion and combined. Motion cues sensed by the vestibular system through tactile sensation enable the operator to generate more lead compensation than in fixed base simulation with only visual input. The tracking performance of the human in an unstable control system near the limits of controllability is shown to depend heavily upon the rate information provided by the vestibular sensors.

VESTIBULAR APPARATUS↗
NASA NTRS2004

Vibration-Based Method Developed to Detect Cracks in Rotors During Acceleration Through Resonance

In recent years, there has been an increasing interest in developing rotating machinery shaft crack-detection methodologies and online techniques. Shaft crack problems present a significant safety and loss hazard in nearly every application of modern turbomachinery. In many cases, the rotors of modern machines are rapidly accelerated from rest to operating speed, to reduce the excessive vibrations at the critical speeds. The vibration monitoring during startup or shutdown has been receiving growing attention (ref. 1), especially for machines such as aircraft engines, which are subjected to frequent starts and stops, as well as high speeds and acceleration rates. It has been recognized that the presence of angular acceleration strongly affects the rotor's maximum response to unbalance and the speed at which it occurs. Unfortunately, conventional nondestructive evaluation (NDE) methods have unacceptable limits in terms of their application for online crack detection. Some of these techniques are time consuming and inconvenient for turbomachinery service testing. Almost all of these techniques require that the vicinity of the damage be known in advance, and they can provide only local information, with no indication of the structural strength at a component or system level. In addition, the effectiveness of these experimental techniques is affected by the high measurement noise levels existing in complex turbomachine structures. Therefore, the use of vibration monitoring along with vibration analysis has been receiving increasing attention.

Sawicki, Jerzy T.↗
NASA NTRS1996

Vestibulo-ocular reflex of the squirrel monkey during eccentric rotation with centripetal acceleration along the naso-occipital axis

The vestibulo-ocular reflexes (VOR) are determined not only by angular acceleration, but also by the presence of gravity and linear acceleration. This phenomenon was studied by measuring three-dimensional nystagmic eye movements, with implanted search coils, in four male squirrel monkeys. Monkeys were rotated in the dark at 200 degrees/s, centrally or 79 cm off-axis, with the axis of rotation always aligned with gravity and the spinal axis of the upright monkeys. The monkey's position relative to the centripetal acceleration (facing center or back to center) had a dramatic influence on the VOR. These studies show that a torsional response was always elicited that acted to shift the axis of eye rotation toward alignment with gravito-inertial force. On the other hand, a slow phase downward vertical response usually existed, which shifted the axis of eye rotation away from the gravito-inertial force. These findings were consistent across all monkeys. In another set of tests, the same monkeys were rapidly tilted about their interaural (pitch) axis. Tilt orientations of 45 degrees and 90 degrees were maintained for 1 min. Other than a compensatory angular VOR during the rotation, no consistent eye velocity response was ever observed during or following the tilt. The absence of any response following tilt proves that the observed torsional and vertical responses were not a positional nystagmus. Model simulations qualitatively predict all components of these eccentric rotation and tilt responses. These simulations support the conclusion that the VOR during eccentric rotation may consist of two components: a linear VOR and a rotational VOR. The model predicts a slow phase downward, vertical, linear VOR during eccentric rotation even though there was never a change in the force aligned with monkey's spinal (Z) axis. The model also predicts the torsional components of the response that shift the rotation axis of the angular VOR toward alignment with gravito-inertial force.

NASA Center JSC↗
NASA NTRS1964

Dynamic Model Investigation of the Landing Characteristics of a Manned Spacecraft

Investigations were made to study the water-landing and certain grounds-surface landing characteristics of a Gemini spacecraft model. The water landing experiments were made by simulating paraglider and parachute letdowns with two 1/6- scale model configurations. Parameters included various combinations of attitude, horizontal speed, vertical speed, and landing skids extended and retracted. Investigations were made in calm water and in waves. The paraglider landings at horizontal speeds of 63 feet per second (19.8 m/sec) which resulted in a noseover or tumbling shortly after initial water contact. The maximum longitudinal acceleration of the model in calm water was about 14g units, and the maximum angular acceleration was 66 radians per second squared. In the parachute landings with the heat shield forward, the model skidded along the water surface on the heat shield. Parachute landings with the small end forward resulted in behavior similar to that of the paraglider landings. The ground-surface landings were made with a 1/3-scale model by simulating a parachute letdown with braking rockets, which were fired prior to touchdown to dissipate vertical velocity. In these landings, control of timing and aligning the rockets on the model was very critical, and violent behavior resulted when either rocket alignment or timing was in error. In the landings that were correctly controlled, the model either remained upright or slowly rolled over on its side.

EXPERIMENTS↗
NASA NTRS1984

Gyro motion boundedness under uncertain vehicle spin and acceleration

Using a quadratic Liapunov function, a condition is obtained for the boundedness of the motion of the gyro mounted in a vehicle which has a time-varying uncertain angular acceleration and deceleration omega-x(t) about the output axis, and is spinning with uncertain angular velocity omega-z(t) about the spin axis of the gyro. A region of ultimate boundedness in the theta-theta plane is obtained which the motion of the gyro eventually enters and in which it remains after a finite interval of time for any uncertain omega-x(t) and omega-z(t). The gyro motion is shown to be bounded if the uncertainty in the spin velocity does not exceed a certain threshold value. This condition disappears if omega-z(t) = 0.

Singh, S. N.↗
NASA NTRS1990

Acceleration and torque feedback for robotic control - Experimental results

Gross motion control of robotic manipulators typically requires significant on-line computations to compensate for nonlinear dynamics due to gravity, Coriolis, centripetal, and friction nonlinearities. One controller proposed by Luo and Saridis avoids these computations by feeding back joint acceleration and torque. This study implements the controller on a Puma 600 robotic manipulator. Joint acceleration measurement is obtained by measuring linear accelerations of each joint, and deriving a computationally efficient transformation from the linear measurements to the angular accelerations. Torque feedback is obtained by using the previous torque sent to the joints. The implementation has stability problems on the Puma 600 due to the extremely high gains inherent in the feedback structure. Since these high gains excite frequency modes in the Puma 600, the algorithm is modified to decrease the gain inherent in the feedback structure. The resulting compensator is stable and insensitive to high frequency unmodeled dynamics. Moreover, a second compensator is proposed which uses acceleration and torque feedback, but still allows nonlinear terms to be fed forward. Thus, by feeding the increment in the easily calculated gravity terms forward, improved responses are obtained. Both proposed compensators are implemented, and the real time results are compared to those obtained with the computed torque algorithm.

Mclnroy, John E.↗
NASA NTRS1997

Developments in Human Centered Cueing Algorithms for Control of Flight Simulator Motion Systems

The authors conducted further research with cueing algorithms for control of flight simulator motion systems. A variation of the so-called optimal algorithm was formulated using simulated aircraft angular velocity input as a basis. Models of the human vestibular sensation system, i.e. the semicircular canals and otoliths, are incorporated within the algorithm. Comparisons of angular velocity cueing responses showed a significant improvement over a formulation using angular acceleration input. Results also compared favorably with the coordinated adaptive washout algorithm, yielding similar results for angular velocity cues while eliminating false cues and reducing the tilt rate for longitudinal cues. These results were confirmed in piloted tests on the current motion system at NASA-Langley, the Visual Motion Simulator (VMS). Proposed future developments by the authors in cueing algorithms are revealed. The new motion system, the Cockpit Motion Facility (CMF), where the final evaluation of the cueing algorithms will be conducted, is also described.

Houck, Jacob A.↗
NASA NTRS1972

Vestibular adaptation in man - Effects of increased acceleration during different phases of adaptation.

The purpose of this study was to investigate the course of vestibular adaptation following a temporary increase in angular acceleration (A). Eight normal subjects, who were rotated in a precision rotation device, gave periodic magnitude estimates of their perceived velocity throughout a prolonged 1 deg per sec per sec acceleration, which was briefly increased to either 2 or 3 deg per sec per sec at four points in the adaptation cycle. The data, tested with analysis of variance, showed that the size of the magnitude estimates was influenced by the magnitude and position of the altered A. The duration of subjective response was affected only by the position of the altered A.

Luster, T.↗
NASA NTRS1985

Superconducting techniques for gravity survey and inertial navigation

A three-axis gravity gradiometer is developed, in which the magnetic fields produced by persistent currents are modulated by motions of superconducting proof masses. The common-acceleration-induced errors are compensated for by a six-axis superconducting accelerometer with a single magnetically levitated proof mass, linear acceleration resolution of 4 x 10 to the -12th m/(s exp 2 Hz exp 1/2), and angular acceleration resolution of 3 x 10 to the -11th rad/(s exp 2 Hz exp 1/2). The testing of a prototype gradiometer revealed that the environment-induced noise limits the noise floor to 7 x 10 to the -10th/(s exp 2 Hz exp 1/2).

Chan, H. A.↗
NASA NTRS1975

A simulator study on information requirements for precision hovering

A fixed base simulator study of an advanced helicopter instrument display utilizing translational acceleration, velocity and position information is reported. The simulation involved piloting a heavy helicopter using the Integrated Trajectory Error Display (ITED) in a precision hover task. The test series explored two basic areas. The effect on hover accuracy of adding acceleration information was of primary concern. Also of interest was the operators' ability to use degraded information derived from less sophisticated sources. The addition of translational acceleration to a display containing velocity and position information did not appear to improve the hover performance significantly. However, displayed acceleration information seemed to increase the damping of the man machine system. Finally, the pilots could use translational information synthesized from attitude and angular acceleration as effectively as perfect acceleration.

Lemons, J. L.↗
NASA NTRS1979

Evaluation of a Wake Vortex Upset Model Based on Simultaneous Measurements of Wake Velocities and Probe-Aircraft Accelerations

Simultaneous measurements were made of the upset responses experienced and the wake velocities encountered by an instrumented Learjet probe aircraft behind a Boeing 747 vortex-generating aircraft. The vortex-induced angular accelerations experienced could be predicted within 30% by a mathematical upset response model when the characteristics of the wake were well represented by the vortex model. The vortex model used in the present study adequately represented the wake flow field when the vortices dissipated symmetrically and only one vortex pair existed in the wake.

Short, B. J.↗
NASA NTRS1979

Motion sickness susceptibility during rotation at 30 rpm in free-fall parabolic flight

To make comparisons with experimental motion sickness susceptibility in Skylab missions, subjects were tested during free fall in parabolic flight and in ground-based simulation tests. They were rotated at 30 rpm in a rotating litter chair (RLC) with head fixed, head swiveling left-to-right, or with 90 degree forward and return head and body movements. Stressful accelerations similar to those in the Skylab RLC were generated only in the tests aloft, where subjects who made 'forward and return' movements (generating cross-coupled angular accelerations) were substantially more prone to motion sickness than those with either head fixed or head swiveling left-to-right. However, with head swiveling, susceptibility was slightly higher in the laboratory than aloft.

Graybiel, A.↗