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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 973 records · Page 54
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NASA NTRS2005

Motion Cueing Algorithm Development: Human-Centered Linear and Nonlinear Approaches

While the performance of flight simulator motion system hardware has advanced substantially, the development of the motion cueing algorithm, the software that transforms simulated aircraft dynamics into realizable motion commands, has not kept pace. Prior research identified viable features from two algorithms: the nonlinear "adaptive algorithm", and the "optimal algorithm" that incorporates human vestibular models. A novel approach to motion cueing, the "nonlinear algorithm" is introduced that combines features from both approaches. This algorithm is formulated by optimal control, and incorporates a new integrated perception model that includes both visual and vestibular sensation and the interaction between the stimuli. Using a time-varying control law, the matrix Riccati equation is updated in real time by a neurocomputing approach. Preliminary pilot testing resulted in the optimal algorithm incorporating a new otolith model, producing improved motion cues. The nonlinear algorithm vertical mode produced a motion cue with a time-varying washout, sustaining small cues for longer durations and washing out large cues more quickly compared to the optimal algorithm. The inclusion of the integrated perception model improved the responses to longitudinal and lateral cues. False cues observed with the NASA adaptive algorithm were absent. The neurocomputing approach was crucial in that the number of presentations of an input vector could be reduced to meet the real time requirement without degrading the quality of the motion cues.

Houck, Jacob A.↗
NASA NTRS2007

ANTARES: Spacecraft Simulation for Multiple User Communities and Facilities

The Advanced NASA Technology Architecture for Exploration Studies (ANTARES) simulation is the primary tool being used for requirements assessment of the NASA Orion spacecraft by the Guidance Navigation and Control (GN&C) teams at Johnson Space Center (JSC). ANTARES is a collection of packages and model libraries that are assembled and executed by the Trick simulation environment. Currently, ANTARES is being used for spacecraft design assessment, performance analysis, requirements validation, Hardware In the Loop (HWIL) and Human In the Loop (HIL) testing.

Acevedo, Amanda↗
NASA NTRS2007

Multi-Sensor Testing for Automated Rendezvous and Docking Sensor Testing at the Flight Robotics Laboratory

The Exploration Systems Architecture defines missions that require rendezvous, proximity operations, and docking (RPOD) of two spacecraft both in Low Earth Orbit (LEO) and in Low Lunar Orbit (LLO). Uncrewed spacecraft must perform automated and/or autonomous rendezvous, proximity operations and docking operations (commonly known as AR&D). The crewed missions may also perform rendezvous and docking operations and may require different levels of automation and/or autonomy, and must provide the crew with relative navigation information for manual piloting. The capabilities of the RPOD sensors are critical to the success of the Exploration Program. NASA has the responsibility to determine whether the Crew Exploration Vehicle (CEV) contractor proposed relative navigation sensor suite will meet the requirements. The relatively low technology readiness level of AR&D relative navigation sensors has been carried as one of the CEV Project's top risks. The AR&D Sensor Technology Project seeks to reduce the risk by the testing and analysis of selected relative navigation sensor technologies through hardware-in-the-loop testing and simulation. These activities will provide the CEV Project information to assess the relative navigation sensors maturity as well as demonstrate test methods and capabilities. The first year of this project focused on a series of"pathfinder" testing tasks to develop the test plans, test facility requirements, trajectories, math model architecture, simulation platform, and processes that will be used to evaluate the Contractor-proposed sensors. Four candidate sensors were used in the first phase of the testing. The second phase of testing used four sensors simultaneously: two Marshall Space Flight Center (MSFC) Advanced Video Guidance Sensors (AVGS), a laser-based video sensor that uses retroreflectors attached to the target vehicle, and two commercial laser range finders. The multi-sensor testing was conducted at MSFC's Flight Robotics Laboratory (FRL) using the FRL's 6-DOF gantry system, called the Dynamic Overhead Target System (DOTS). The target vehicle for "docking" in the laboratory was a mockup that was representative of the proposed CEV docking system, with added retroreflectors for the AVGS. The multi-sensor test configuration used 35 open-loop test trajectories covering three major objectives: (1) sensor characterization trajectories designed to test a wide range of performance parameters; (2) CEV-specific trajectories designed to test performance during CEV-like approach and departure profiles; and (3) sensor characterization tests designed for evaluating sensor performance under more extreme conditions as might be induced during a spacecraft failure or during contingency situations. This paper describes the test development, test facility, test preparations, test execution, and test results of the multi-sensor series of trajectories.

Brewster, L.↗
NASA NTRS2008

Multi-Sensor Testing for Automated Rendezvous and Docking Sensor Testing at the Flight Robotics Lab

The Exploration Systems Architecture defines missions that require rendezvous, proximity operations, and docking (RPOD) of two spacecraft both in Low Earth Orbit (LEO) and in Low Lunar Orbit (LLO). Uncrewed spacecraft must perform automated and/or autonomous rendezvous, proximity operations and docking operations (commonly known as AR&D). The crewed missions may also perform rendezvous and docking operations and may require different levels of automation and/or autonomy, and must provide the crew with relative navigation information for manual piloting. The capabilities of the RPOD sensors are critical to the success ofthe Exploration Program. NASA has the responsibility to determine whether the Crew Exploration Vehicle (CEV) contractor-proposed relative navigation sensor suite will meet the requirements. The relatively low technology readiness level of AR&D relative navigation sensors has been carried as one of the CEV Project's top risks. The AR&D Sensor Technology Project seeks to reduce the risk by the testing and analysis of selected relative navigation sensor technologies through hardware-in-the-Ioop testing and simulation. These activities will provide the CEV Project information to assess the relative navigation sensors maturity as well as demonstrate test methods and capabilities. The first year of this project focused on a series of "pathfinder" testing tasks to develop the test plans, test facility requirements, trajectories, math model architecture, simulation platform, and processes that will be used to evaluate the Contractor-proposed sensors. Four candidate sensors were used in the first phase of the testing. The second phase of testing used four sensors simultaneously: two Marshall Space Flight Center (MSFC) Advanced Video Guidance Sensors (AVGS), a laser-based video sensor that uses retroreflectors attached to the target vehicle, and two commercial laser range finders. The multi-sensor testing was conducted at MSFC's Flight Robotics Laboratory (FRL) using the FRL's 6-DOF gantry system, called the Dynamic Overhead Target System (DOTS). The target vehicle for "docking" in the laboratory was a mockup that was representative of the proposed CEV docking system, with added retroreflectors for the AVGS.' The multi-sensor test configuration used 35 open-loop test trajectories covering three major objectives: (l) sensor characterization trajectories designed to test a wide range of performance parameters; (2) CEV-specific trajectories designed to test performance during CEV-like approach and departure profiles; and (3) sensor characterization tests designed for evaluating sensor performance under more extreme conditions as might be induced during a spacecraft failure or during contingency situations. This paper describes the test development, test facility, test preparations, test execution, and test results of the multisensor series oftrajectories

Brewster, Linda L.↗
NASA NTRS2014

Interannual Variations and Trends in Global Land Surface Phenology Derived from Enhanced Vegetation Index During 1982-2010

Land swiace phenology is widely retrieved from satellite observations at regional and global scales, and its long-term record has been demonstmted to be a valuable tool for reconstructing past climate variations, monitoring the dynamics of terrestrial ecosystems in response to climate impacts, and predicting biological responses to future climate scenarios. This srudy detected global land surface phenology from the advanced very high resolution radiometer (AVHRR) and the Moderate Resolution Imaging Spectroradiometer (MODIS) data from 1982 to 2010. Based on daily enhanced vegetation index at a spatial resolution of 0.05 degrees, we simulated the seasonal vegetative trajectory for each individual pixel using piecewise logistic models, which was then used to detect the onset of greenness increase (OGI) and the length of vegetation growing season (GSL). Further, both overall interannual variations and pixel-based trends were examIned across Koeppen's climate regions for the periods of 1982-1999 and 2000-2010, respectively. The results show that OGI and OSL varied considerably during 1982-2010 across the globe. Generally, the interarmual variation could be more than a month in precipitation-controlled tropical and dry climates while it was mainly less than 15 days in temperature-controlled temperate, cold, and polar climates. OGI, overall, shifted early, and GSL was prolonged from 1982 to 2010 in most climate regions in North America and Asia while the consistently significant trends only occurred in cold climate and polar climate in North America. The overall trends in Europe were generally insignificant. Over South America, late OGI was consistent (particularly from 1982 to 1999) while either positive or negative OSL trends in a climate region were mostly reversed between the periods of 1982-1999 and 2000-2010. In the Northern Hemisphere of Africa, OGI trends were mostly insignificant, but prolonged GSL was evident over individual climate regions during the last 3 decades. OGI mainly showed late trends in the Southern Hemisphere of Africa while GSL was reversed from reduced GSL trends (1982-1999) to prolonged trends (2000-2010). In Australia, GSL exhibited considerable interannual variation, but the consistent trend lacked presence in most regions. Finally, the proportion of pixels with significant trends was less than I% in most of climate regions although it could be as large as 10%.

remote sensing↗
NASA NTRS2016

Surface Operations Simulator and Scheduler (SOSS) Presentation

NASA - KAIA (Korea Agency for Infrastructure Technology Advancement) - KARI (Korea Aerospace Research Institute) collaboration surface air traffic management research has been ongoing since May 2015. In the first year collaboration, NASA's SOSS software has been transferred to KAIA and KARI teams to provide fast time simulation capability. Incheon International Airport model has been developed for SOSS.

surface traffic management↗
NASA NTRSDate not supplied

Precision Landing Navigation Performance of Human-Scale Lunar and Mars Landers

To meet the unique challenges of crewed Lunar and Mars precision landings, NASA’s Safe and Precise Landing Integrated Capabilities Evolution project has worked to advance autonomous spacecraft navigation by increasing the technology readiness level of key deorbit, entry, descent, and landing systems, including navigation sensors. Different sensors and their effects on overall system performance are evaluated using six-degree-of-freedom simulations with physics-based engineering models that capture the relevant vehicle systems and environmental effects. Building on an existing simulation framework, this work demonstrates how improved modeling fidelity enables rapid and detailed assessment of various navigation sensors on human-scale Lunar and Mars landing vehicles using NASA reference architectures.

navigation↗
NASA NTRS2025

Airports as Energy Nodes Activity Summary

Advanced aircraft concepts that use non-traditional aviation energy storage methods such as batteries or cryogenic hydrogen are in development and expected to enter regular service at airports worldwide within the next decade. The energy needs for these aircraft may quickly overwhelm the existing energy infrastructure at airports, particularly at smaller and more remote facilities. Without energy upgrades, these airports will not be able to host these advanced vehicles, but without the advanced vehicle traffic, these airports will not have the rationale or funding to build up their energy infrastructure. The Airports as Energy Nodes (ÆNodes) activity, a collaboration between the National Aeronautics and Space Administration (NASA) and the National Renewable Energy Laboratory (NREL), was executed to understand and model the energy needs that advanced aircraft concepts may levy on these smaller airports, determine cost-effective approaches to enhance the airport energy infrastructure, and demonstrate the enhanced resilience of these energy infrastructure upgrades to the airport and surrounding community via “digital twin” simulation at relevant energy and dynamic time scales. The ÆNodes team also investigated future reference aircraft designs and materials to enable cryogenic hydrogen storage for aircraft. The ÆNodes team conducted analysis at two U.S. airport partner sites — Winchester Regional Airport in Winchester, Virginia, and Tweed/New Haven Airport in New Haven, Connecticut. The goal of this partnership was to develop data and reference infrastructure designs that could accommodate advanced aircraft in the future at these airports while also enhancing the resiliency of the energy supply to the surrounding airport community, which could be used to capture funding to enable the infrastructure upgrades. Over the course of the study, a method was developed to estimate air traffic requiring advanced energy services over the course of a year using a mix of historical data and companion studies on advanced aircraft transportation networks. The study has concluded at NASA but continues at NREL, who will develop a final report discussing the energy infrastructure upgrades and digital twin results. Preliminary results indicate that unrestricted adoption of advanced battery-electric aircraft may double traffic at these airports and increase peak daily power usage by an order of magnitude, while increase electricity energy needs by a factor of two to four. The infrastructure upgrades necessary to accommodate these increased energy needs could be used to provide enhanced energy services to the airport community to offset the cost and increase the utility of the upgrades, which will be described in the NREL final report.

Airports↗
NASA NTRS2000

The Life Cycle Application of Intelligent Software Modeling for the First Materials Science Research Rack

Marshall Space Flight Center (MSFC) has been funding development of intelligent software models to benefit payload ground operations for nearly a decade. Experience gained from simulator development and real-time monitoring and control is being applied to engineering design, testing, and operation of the First Material Science Research Rack (MSRR-1). MSRR-1 is the first rack in a suite of three racks comprising the Materials Science Research Facility (MSRF) which will operate on the International Space Station (ISS). The MSRF will accommodate advanced microgravity investigations in areas such as the fields of solidification of metals and alloys, thermo-physical properties of polymers, crystal growth studies of semiconductor materials, and research in ceramics and glasses. The MSRR-1 is a joint venture between NASA and the European Space Agency (ESA) to study the behavior of different materials during high temperature processing in a low gravity environment. The planned MSRR-1 mission duration is five (5) years on-orbit and the total design life is ten (IO) years. The MSRR-1 launch is scheduled on the third Utilization Flight (UF-3) to ISS, currently in February of 2003). The objective of MSRR-1 is to provide an early capability on the ISS to conduct material science, materials technology, and space product research investigations in microgravity. It will provide a modular, multi-user facility for microgravity research in materials crystal growth and solidification. An intelligent software model of MSRR-1 is under development and will serve multiple purposes to support the engineering analysis, testing, training, and operational phases of the MSRR-1 life cycle development. The G2 real-time expert system software environment developed by Gensym Corporation was selected as the intelligent system shell for this development work based on past experience gained and the effectiveness of the programming environment. Our approach of multi- uses of the simulation model and its intuitive graphics capabilities is providing a concurrent engineering environment for rapid prototyping and development. Operational schematics of the MSRR-1 electrical, thermal control, vacuum access, and gas supply systems, and furnace inserts are represented graphically in the environment. Logic to represent first order engineering calculations is coded into the knowledge base to simulate the operational behavior of the MSRR-1 systems. An example of engineering data provided includes electrical currents, voltages, operational power, temperatures, thermal fluid flow rates. pressures, and component status indications. These type of data are calculated and displayed at appropriate instrumentation points, and the schematics are animated to reflect the simulated operational status of the MSRR-1. The software control functions are also simulated to represent appropriate operational behavior based on automated control and response to commands received by the crew or ground controllers. The first benefit of this simulation environment is being realized in the high fidelity engineering analysis results from the electrical power system G2 model. Secondly, the MSRR-1 simulation model will be embedded with a hardware mock-up of the MSRR-1 to provide crew training on MSRR-1 integrated payload operations. G2 gateway code will output the simulated instrumentation values, termed as telemetry, in a flight-like data stream so that the crew has realistic and accurate simulated MSRR-1 data on the flight displays which will be designed for crew use. The simulation will also respond appropriately to crew or ground initiated commands, which will be part of normal facility operations. A third use of the G2 model is being planned; the MSRR-1 simulation will be integrated with additional software code as part of the test configuration of the primary onboard computer, or Master Controller, for MSRR-1. We will take advantage of the G2 capability to simulate the flight like data stream to test flight software responses and behavior. A fourth use of the G2 model will be to train the Ground Support Personnel that will monitor the MSRR-1 systems and payloads while they are operating aboard the ISS. The intuitive, schematic based environment will provide an excellent foundation for personnel to understand the integrated configuration and operation of the MSRR-1, and the anticipated telemetry feedback based on operational modes of the equipment. Expert monitoring features will be enhanced to provide a smart monitoring environment for the operators. These features include: (1) Animated, intuitive schematic-based displays which reflect telemetry values, (1) Real-time plotting of simulated or incoming sensor values, (3) High/Low exception monitoring for analog data, (4) Expected state monitoring for discrete data, (5) Data trending, (6) Automated malfunction procedure execution to diagnose problems, (7) Look ahead capability to planned MSRR-1 activities in the onboard timeline. And finally, the logic to calculate telemetry values will be deactivated, and the same environment will interface to the incoming data for the real-time telemetry stream to schematically represent the onboard hardware configuration. G2 will be the foundation for the real-time monitoring and control environment. In summary, our MSRR-1 simulation model spans many elements of the life cycle development of this project: Engineering Analysis, Test and Checkout, Training of Crew and Ground Personnel, and Real-time monitoring and control. By utilizing the unique features afforded by an expert system development environment, we have been able to synergize a powerful tool capable of addressing our project needs at every phase of project development.

Rice, Amanda↗
NASA NTRS1995

Simulated dynamic response of a multi-stage compressor with variable molecular weight flow medium

A mathematical model of a multi-stage compressor with variable molecular weight flow medium is derived. The modeled system consists of a five stage, six cylinder, double acting, piston type compressor. Each stage is followed by a water cooled heat exchanger which serves to transfer the heat of compression from the gas. A high molecular weight gas (CFC-12) mixed with air in varying proportions is introduced to the suction of the compressor. Condensation of the heavy gas may occur in the upper stage heat exchangers. The state equations for the system are integrated using the Advanced Continuous Simulation Language (ACSL) for determining the system's dynamic and steady state characteristics under varying operating conditions.

Babcock, Dale A.↗
NASA NTRS1993

Incompressible Navier-Stokes Calculations in Pump Flows

Flow through pump components, such as the SSME-HPFTP Impeller and an advanced rocket pump impeller, is efficiently simulated by solving the incompressible Navier-Stokes equations. The solution method is based on the pseudo compressibility approach and uses an implicit-upwind differencing scheme together with the Gauss-Seidel line relaxation method. The equations are solved in steadily rotating reference frames and the centrifugal force and the Coriolis force are added to the equation of motion. Current computations use one-equation Baldwin-Barth turbulence model which is derived from a simplified form of the standard k-epsilon model equations. The resulting computer code is applied to the flow analysis inside an 11-inch SSME High Pressure Fuel Turbopump impeller, and an advanced rocket pump impeller. Numerical results of SSME-HPFTP impeller flow are compared with experimental measurements. In the advanced pump impeller, the effects of exit and shroud cavities are investigated. Flow analyses at design conditions will be presented.

Kiris, Cetin↗
NASA NTRS1974

An integrated PCM data system for full scale aeronautics testing

An integrated PCM data system is being developed at Ames Research Center to gather test data on advanced STOL propulsive lift, VTOL, rotary wing, and V/STOL control systems concepts as they pass through wind-tunnel, test-stand, flight-simulator and flight-test phases. Identical airborne signal conditioning and PCM encoding is used on test aircraft and wind tunnel models. An 80,000 word/second PCM installation will be the first all PCM-instrumented rotary wing development project. The system uses both dedicated and time-shared computers for fast data analysis with maximum use of resources. This system development shows one way to bring separate data user groups together over a common data base, while sharing computing resources for minimum cost.-

Reynolds, D. R.↗
NASA NTRS1992

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot transonic wind tunnel, volume 2

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e., top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Marroquin, J.↗
NASA NTRS1992

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot Transonic wind tunnel (IA613A), volume 1

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e. top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Marroquin, J.↗
NASA NTRS1994

High performance real-time flight simulation at NASA Langley

In order to meet the stringent time-critical requirements for real-time man-in-the-loop flight simulation, computer processing operations must be deterministic and be completed in as short a time as possible. This includes simulation mathematical model computational and data input/output to the simulators. In 1986, in response to increased demands for flight simulation performance, personnel at NASA's Langley Research Center (LaRC), working with the contractor, developed extensions to a standard input/output system to provide for high bandwidth, low latency data acquisition and distribution. The Computer Automated Measurement and Control technology (IEEE standard 595) was extended to meet the performance requirements for real-time simulation. This technology extension increased the effective bandwidth by a factor of ten and increased the performance of modules necessary for simulator communications. This technology is being used by more than 80 leading technological developers in the United States, Canada, and Europe. Included among the commercial applications of this technology are nuclear process control, power grid analysis, process monitoring, real-time simulation, and radar data acquisition. Personnel at LaRC have completed the development of the use of supercomputers for simulation mathematical model computational to support real-time flight simulation. This includes the development of a real-time operating system and the development of specialized software and hardware for the CAMAC simulator network. This work, coupled with the use of an open systems software architecture, has advanced the state of the art in real time flight simulation. The data acquisition technology innovation and experience with recent developments in this technology are described.

Cleveland, Jeff I., II↗
NASA NTRS1997

Simulation of Ultra-Small Electronic Devices: The Classical-Quantum Transition Region

Concern is increasing about how quantum effects will impact electronic device operation as down-scaling continues along the SIA Roadmap through 2010. This document describes part of a new semiconductor device modeling (SDM) program at NAS to investigate these concerns by utilizing advanced NAS and third-party numerical computation software to rapidly implement and investigate electronic device models including quantum effects. This SDM project will investigate quantum effects in devices in the classical-quantum transition region, especially sub-0.1 mm MOSFETs. Specific tasks planned for this project include the use of quantum corrections to the classical drift-diffusion and hydrodynamic models of electron transport, arid the use of nominally quantum models including significant scattering.

Biegel, Bryan A.↗
NASA NTRS1998

Effect of Measured Welding Residual Stresses on Crack Growth

Welding residual stresses in thin plate A516-70 steel and 2219-T87 aluminum butt weldments were measured by the strain-gage hole drilling and X-ray diffraction methods. The residual stress data were used to construct 3D strain fields which were modeled as thermally induced strains. These 3D strain fields were then analyzed with the WARP31) FEM fracture analysis code in order to predict their effect on fatigue and on fracture. For analyses of fatigue crack advance and subsequent verification testing, fatigue crack growth increments were simulated by successive saw-cuts and incremental loading to generate, as a function of crack length, effects on crack growth of the interaction between residual stresses and load induced stresses. The specimen experimental response was characterized and compared to the WARM linear elastic and elastic-plastic fracture mechanics analysis predictions. To perform the fracture analysis, the plate material's crack tearing resistance was determined by tests of thin plate M(T) specimens. Fracture analyses of these specimen were performed using WARP31D to determine the critical Crack Tip Opening Angle [CTOA] of each material. These critical CTOA values were used to predict crack tearing and fracture in the weldments. To verify the fracture predictions, weldment M(T) specimen were tested in monotonic loading to fracture while characterizing the fracture process.

Hampton, Roy W.↗
NASA NTRS2011

Development of an Open Rotor Cycle Model in NPSS Using a Multi-Design Point Approach

NASA's Environmentally Responsible Aviation Project and Subsonic Fixed Wing Project are focused on developing concepts and technologies which may enable dramatic reductions to the environmental impact of future generation subsonic aircraft (Refs. 1 and 2). The open rotor concept (also referred to as the Unducted Fan or advanced turboprop) may allow the achievement of this objective by reducing engine emissions and fuel consumption. To evaluate its potential impact, an open rotor cycle modeling capability is needed. This paper presents the initial development of an open rotor cycle model in the Numerical Propulsion System Simulation (NPSS) computer program which can then be used to evaluate the potential benefit of this engine. The development of this open rotor model necessitated addressing two modeling needs within NPSS. First, a method for evaluating the performance of counter-rotating propellers was needed. Therefore, a new counter-rotating propeller NPSS component was created. This component uses propeller performance maps developed from historic counter-rotating propeller experiments to determine the thrust delivered and power required. Second, several methods for modeling a counter-rotating power turbine within NPSS were explored. These techniques used several combinations of turbine components within NPSS to provide the necessary power to the propellers. Ultimately, a single turbine component with a conventional turbine map was selected. Using these modeling enhancements, an open rotor cycle model was developed in NPSS using a multi-design point approach. The multi-design point (MDP) approach improves the engine cycle analysis process by making it easier to properly size the engine to meet a variety of thrust targets throughout the flight envelope. A number of design points are considered including an aerodynamic design point, sea-level static, takeoff and top of climb. The development of this MDP model was also enabled by the selection of a simple power management scheme which schedules propeller blade angles with the freestream Mach number. Finally, sample open rotor performance results and areas for further model improvements are presented.

Hendricks, Eric S.↗