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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 127 records · Page 7
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NASA NTRS1998

Using Engine Thrust for Emergency Flight Control: MD-11 and B-747 Results

With modern digital control systems, using engine thrust for emergency flight control to supplement or replace failed aircraft normal flight controls has become a practical consideration. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control. An F-15 and an MD-11 airplane have been landed without using any flight control surfaces. Preliminary studies have also been conducted that show that engines on only one wing can provide some flight control capability if the lateral center of gravity can be shifted toward the side of the airplane that has the operating engine(s). Simulator tests of several airplanes with no flight control surfaces operating and all engines out on the left wing have all shown positive control capability within the available range of lateral center-of-gravity offset. Propulsion-controlled aircraft systems that can operate without modifications to engine control systems, thus allowing PCA technology to be installed on less capable airplanes or at low cost, are also desirable. Further studies have examined simplified 'PCA Lite' and 'PCA Ultralite' concepts in which thrust control is provided by existing systems such as auto-throttles or a combination of existing systems and manual pilot control.

Burcham, Frank W., Jr.↗
NASA NTRS2000

Electronics Demonstrated for Low- Temperature Operation

The operation of electronic systems at cryogenic temperatures is anticipated for many NASA spacecraft, such as planetary explorers and deep space probes. For example, an unheated interplanetary probe launched to explore the rings of Saturn would experience an average temperature near Saturn of about 183 C. Electronics capable of low-temperature operation in the harsh deep space environment also would help improve circuit performance, increase system efficiency, and reduce payload development and launch costs. An ongoing research and development program on low-temperature electronics at the NASA Glenn Research Center at Lewis Field is focusing on the design of efficient power systems that can survive and exploit the advantages of low-temperature environments. The targeted systems, which are mission driven, include converters, inverters, controls, digital circuits, and special-purpose circuits. Initial development efforts successfully demonstrated the low-temperature operation and cold-restart of several direct-current/direct-current (dc/dc) converters based on different types of circuit design, some with superconducting inductors. The table lists some of these dc/dc converters with their properties, and the photograph shows a high-voltage, high-power dc/dc converter designed for an ion propulsion system for low-temperature operation. The development efforts of advanced electronic systems and the supporting technologies for low-temperature operation are being carried out in-house and through collaboration with other Government agencies, industry, and academia. The Low Temperature Electronics Program supports missions and development programs at NASA s Jet Propulsion Laboratory and Goddard Space Flight Center. The developed technologies will be transferred to commercial end users for applications such as satellite infrared sensors and medical diagnostic equipment.

Patterson, Richard L.↗
NASA NTRS1999

Simulator Evaluation of Simplified Propulsion-Only Emergency Flight Control Systems on Transport Aircraft

With the advent of digital engine control systems, considering the use of engine thrust for emergency flight control has become feasible. Many incidents have occurred in which engine thrust supplemented or replaced normal aircraft flight controls. In most of these cases, a crash has resulted, and more than 1100 lives have been lost. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control capability. Using this PCA system, an F-15 and an MD-11 airplane have been landed without using any flight controls. In simulations, C-17, B-757, and B-747 PCA systems have also been evaluated successfully. These tests used full-authority digital electronic control systems on the engines. Developing simpler PCA systems that can operate without full-authority engine control, thus allowing PCA technology to be installed on less capable airplanes or at lower cost, is also a desire. Studies have examined simplified ?PCA Ultralite? concepts in which thrust control is provided using an autothrottle system supplemented by manual differential throttle control. Some of these concepts have worked well. The PCA Ultralite study results are presented for simulation tests of MD-11, B-757, C-17, and B-747 aircraft.

Burcham, Frank W., Jr.↗
NASA NTRS1995

State Estimation of Main Rotor Flap and Lead-Lag Using Accelerometers and Laser Transducers on the RASCAL UH-60 Helicopter

Modern rotorcraft flight control system designs which promise to yield high vehicle response bandwidth and good gust rejection can benefit from the use of rotor-state feedbacks. The measurement of main rotor blade motions is also desirable to validate and improve rotorcraft simulation models, to identify high-order linear flight dynamics models, to provide rotor system health monitoring; during flight test, and to provide for correlation with acoustic measurements from wind tunnel and flight tests. However, few attempts have been made to instrument a flight vehicle in this manner, and no previous system has had the robustness and accuracy required for these diverse applications. A rotor blade motion measurement and estimation system has been developed by NASA and the U.S. Army for use on the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) helicopter. RASCAL is a UH-60 Blackhawk which is being modified at Ames Research Center in a phased development program for use in flight dynamics and controls, navigation, airspace management, and rotorcraft human factors research. The aircraft will feature a full-authority, digital, fly-by-wire research flight control system; a coupled ring laser gyro, differential GPS based navigation system; a stereoscopic color wide field of view helmet, mounted display; programmable panel mounted displays; and advanced navigation sensors. The rotor blade motion system is currently installed for data acquisition only, but will be integrated with the research flight control system when it is installed later this year.

Fletcher, Jay W.↗
NASA NTRS2024

Digital Lunar Exploration Sites (DLES) Terrain Crafting

Humans will soon be returning to the surface of the Moon with NASA’s Artemis program. The Artemis program is an international collaboration that will consist of a complex series of space systems and missions to explore the lunar surface and pave the way for the future exploration of Mars. NASA and its partners rely heavily on simulation for lighting and navigation studies as well as training astronauts, flight controllers, and mission support staff. The NASA Exploration Systems Simulations (NExSyS) team in the Simulation and Graphics Branch (ER7) in the Engineering Directorate at NASA’s Johnson Space Center has built up many simulation products to support this effort, one of which is the Digital Lunar Exploration Sites (DLES). DLES is a collection of products used to simulate and render the lunar surface in a digital environment. We discussed and presented an overview of the DLES products at the 2022 IEEE Aerospace Conference in Big Sky, MT with a paper titled "Digital Lunar Exploration Sites". This “DLES Terrain Crafting” paper will expand on the information previously provided in “DLES” paper and dive deeper into the details of the terrain crafting process and the toolsets used to support this task. The best digital data currently available of the lunar surface is provided by the Lunar Reconnaissance Orbiter (LRO). Its Lunar Orbiter Laser Altimeter (LOLA) achieves an impressive resolution of 5m per pixel at the Lunar South Pole (LSP) and can generate datasets covering a large continuous region near the LSP. There are a few additional methods, such as Shape from Shading which can infer higher resolution data (up to 1m per pixel) from the LRO Narrow Angle Camera (NAC) images. However, surface-based simulations require higher-resolution data, and this paper will discuss the process of enhancing the terrain to meet that need. The process begins with capturing statistical data of craters in the regions of interest using images provided by the LRO NAC. This data is then used to scatter artificial features which are not captured in the truth data, resulting in an enhanced DEM with a much higher resolution of 20cm per pixel. Many tools were built up to assist in the creation of these artificial Digital Elevation Models (DEM), which this paper will discuss in detail. DEMs themselves are a very powerful representation of a planetary surface, and many operations and tools can utilize the data they contain. This paper includes a description of the rendering of the lunar surface in a graphics engine, generation of contact patches to simulate tire to ground interaction, and ray tracing utilities to model Line of Sight (LOS) interactions with the terrain. This paper will also explore some new tool sets currently under development which aim to utilize Machine Learning (ML) to assist in the identification of craters from LRO NAC imagery. While this is not a novel idea, the NExSyS team is developing a unique approach which may result in more robust identification of crater characteristics.

Artemis↗
NASA NTRS1999

PV-Diesel Hybrid SCADA Experiment Network Design

The essential features of an experimental network for renewable power system satellite based supervisory, control and data acquisition (SCADA) are communication links, controllers, diagnostic equipment and a hybrid power system. Required components for implementing the network consist of two satellite ground stations, to satellite modems, two 486 PCs, two telephone receivers, two telephone modems, two analog telephone lines, one digital telephone line, a hybrid-power system equipped with controller and a satellite spacecraft. In the technology verification experiment (TVE) conducted by Savannah State University and Florida Solar Energy Center, the renewable energy hybrid system is the Apex-1000 Mini-Hybrid which is equipped with NGC3188 for user interface and remote control and the NGC2010 for monitoring and basic control tasks. This power system is connected to a satellite modem via a smart interface, RS232. Commands are sent to the power system control unit through a control PC designed as PC1. PC1 is thus connected to a satellite model through RS232. A second PC, designated PC2, the diagnostic PC is connected to both satellite modems via separate analog telephone lines for checking modems'health. PC2 is also connected to PC1 via a telephone line. Due to the unavailability of a second ground station for the ACTS, one ground station is used to serve both the sending and receiving functions in this experiment. Signal is sent from the control PC to the Hybrid system at a frequency f(sub 1), different from f(sub 2), the signal from the hybrid system to the control PC. f(sub l) and f(sub 2) are sufficiently separated to avoid interference.

Kalu, Alex↗
NASA NTRS2002

Flow Control Device Evaluation for an Internal Flow with an Adverse Pressure Gradient

The effectiveness of several active and passive devices to control flow in an adverse pressure gradient with secondary flows present was evaluated in the 15 Inch Low Speed Tunnel at NASA Langley Research Center. In this study, passive micro vortex generators, micro bumps, and piezoelectric synthetic jets were evaluated for their flow control characteristics using surface static pressures, flow visualization, and 3D Stereo Digital Particle Image Velocimetry. Data also were acquired for synthetic jet actuators in a zero flow environment. It was found that the micro vortex generator is very effective in controlling the flow environment for an adverse pressure gradient, even in the presence of secondary vortical flow. The mechanism by which the control is effected is a re-energization of the boundary layer through flow mixing. The piezoelectric synthetic jet actuators must have sufficient velocity output to produce strong longitudinal vortices if they are to be effective for flow control. The output of these devices in a laboratory or zero flow environment will be different than the output in a flow environment. In this investigation, the output was higher in the flow environment, but the stroke cycle in the flow did not indicate a positive inflow into the synthetic jet.

Jenkins, Luther N.↗
NASA NTRS1999

A Particulate Matter

Technical Applications Unlimited, through a contract with Kennedy Space Center, developed the an activity sensor, called the TAU- N100A, which includes a microprocessor-controlled module that detects a particular on a sensor surface and converts this information into digital data. Its original purpose for development was to detect the accumulation of potentially damaging dust and fibers on sensitive payload components.

Source record↗
NASA NTRS1999

Ion Thruster and Power Processor Developed for the Deep Space 1 Mission

The NASA Solar Electric Propulsion Technology Applications Readiness (NSTAR) Program has provided a single-string primary propulsion system to NASA's Deep Space 1 spacecraft. This spacecraft will carry about 81 kg of xenon propellant for the ion thruster, which can be throttled down from 2.3 to 0.5 kW as the spacecraft moves away from the Sun. The propellant load will provide about 20 months of propulsion at the one-half power throttle setpoint of 1.2 kW. This mission will validate the 2.5-kW ion propulsion system and will fly by the asteroid 1992 KD in 1999. If funding permits, Deep Space 1 also will encounter comets Wilson-Harrington and Borrelly in 2001. NASA Lewis Research Center's On-Board Propulsion Branch was responsible for the development of the 30-cm-diameter ion thruster, the 2.5-kW power processor unit (PPU), and the Digital Control and Interface Unit (DCIU) that controls the PPU/thruster/feed system and provides data and recovery from fault conditions. Lewis transferred the thruster and PPU technologies to the Hughes Electron Dynamics Division, which was selected to build two sets of flight thrusters, as well as the PPU's and DCIU's. Hughes subcontracted the DCIU development to Spectrum Astro Incorporated. The Jet Propulsion Laboratory (JPL) was primarily responsible for the NSTAR project management, thruster lifetests, the feed system, diagnostics, and the propulsion subsystem integration. A total of four engineering model thrusters and three breadboard PPU's were built, integrated, and tested. More than 50 development tests were conducted along with thruster design verification tests of 2000 and 1000 hours. In addition, an 8000-hr life demonstration test was successfully completed and demonstrated wear-rates consistent with full-power lifetimes in excess of 12,000 hours.

Sovey, James S.↗
NASA NTRS1993

A laboratory system for the investigation of rain fade compensation techniques for Ka-band satellites

The design and performance of a rain fade simulation/counteraction system on a laboratory simulated 30/20 GHz, time division multiple access (TDMA) satellite communications testbed is evaluated. Severe rain attenuation of electromagnetic radiation at 30/20 GHz occurs due to the carrier wavelength approaching the water droplet size. Rain in the downlink path lowers the signal power present at the receiver, resulting in a higher number of bit errors induced in the digital ground terminal. The laboratory simulation performed at NASA Lewis Research Center uses a programmable PIN diode attenuator to simulate 20 GHz satellite downlink geographic rain fade profiles. A computer based network control system monitors the downlink power and informs the network of any power threshold violations, which then prompts the network to issue commands that temporarily increase the gain of the satellite based traveling wave tube (TWT) amplifier. After the rain subsides, the network returns the TWT to the normal energy conserving power mode. Bit error rate (BER) data taken at the receiving ground terminal serves as a measure of the severity of rain degradation, and also evaluates the extent to which the network can improve the faded channel.

Svoboda, James S.↗
NASA NTRS2004

Turbofan Engine Simulated in a Graphical Simulation Environment

Recently, there has been an increase in the development of intelligent engine technology with advanced active component control. The computer engine models used in these control studies are component-level models (CLM), models that link individual component models of state space and nonlinear algebraic equations, written in a computer language such as Fortran. The difficulty faced in performing control studies on Fortran-based models is that Fortran is not supported with control design and analysis tools, so there is no means for implementing real-time control. It is desirable to have a simulation environment that is straightforward, has modular graphical components, and allows easy access to health, control, and engine parameters through a graphical user interface. Such a tool should also provide the ability to convert a control design into real-time code, helping to make it an extremely powerful tool in control and diagnostic system development. Simulation time management is shown: Mach number versus time, power level angle versus time, altitude versus time, ambient temperature change versus time, afterburner fuel flow versus time, controller and actuator dynamics, collect initial conditions, CAD output, and component-level model: CLM sensor, CAD input, and model output. The Controls and Dynamics Technologies Branch at the NASA Glenn Research Center has developed and demonstrated a flexible, generic turbofan engine simulation platform that can meet these objectives, known as the Modular Aero-Propulsion System Simulation (MAPSS). MAPSS is a Simulink-based implementation of a Fortran-based, modern high pressure ratio, dual-spool, low-bypass, military-type variable-cycle engine with a digital controller. Simulink (The Mathworks, Natick, MA) is a computer-aided control design and simulation package allows the graphical representation of dynamic systems in a block diagram form. MAPSS is a nonlinear, non-real-time system composed of controller and actuator dynamics (CAD) and component-level model (CLM) modules. The controller in the CAD module emulates the functionality of a digital controller, which has a typical update rate of 50 Hz. The CLM module simulates the dynamics of the engine components and uses an update rate of 2500 Hz, which is needed to iterate to balance mass and energy among system components. The actuators in the CAD module use the same sampling rate as those in the CLM. Two graphs of normalized spool speed versus time in seconds and one graph of normalized average metal temperature versus time in seconds is shown. MAPSS was validated via open-loop and closed-loop comparisons with the Fortran simulation. The preceding plots show the normalized results of a closed-loop comparison looking at three states of the model: low-pressure spool speed, high-pressure spool speed, and the average metal temperature measured from the combustor to the high-pressure turbine. In steady state, the error between the simulations is less than 1 percent. During a transient, the difference between the simulations is due to a correction in MAPSS that prevents the gas flow in the bypass duct inlet from flowing forward instead of toward the aft end, which occurs in the Fortran simulation. A comparison between MAPSS and the Fortran model of the bypass duct inlet flow for power lever angles greater than 35 degrees is shown.

Parker, Khary I.↗
NASA NTRS1988

Research and applications in aeroservoelasticity at the NASA Langley Research Center

A review of analytical methods used to analyze flexible vehicles with active controls is presented. Methods used to approximate and correct unsteady aerodynamic forces used in the analysis are discussed. Recent advances in the application of optimal methods to digital control law synthesis are presented. The use of active controls in an integrated design process is also discussed. Finally, the results of recent wind-tunnel studies aimed at demonstrating active control concepts and validating the analytical methods are presented.

Abel, Irving↗
NASA NTRS1999

1999 Digital Avionics Highlights

This article summarizes the highlights of recent events and developments in guidance, navigation, and control in space, aircraft, and weapons. This article is about 1,200 words long. Information for the article was collected from other NASA Centers, DoD, and industry. All information was previously cleared by the originating organizations. Information for the article was also gathered from Aviation Week and Space Technology, and similar sources.

Polites, Michael E.↗
NASA NTRS1973

Attitude control of a spinning flexible spacecraft

The dynamics of rotational motion of a spinning orbiting spacecraft consisting of two rigid bodies connected by a flexible joint and arbitrary number of flexible appendages (two of which are flexible massless booms having masses on their tips) is analyzed. Active attitude control is provided by momentum exchange devices (e.g. control moment gyroscopes) or a mass expulsion system. The linearized equations of motion describing the vehicle are presented, and a large scale digital simulation that has been developed at the Marshall Space Flight Center is presented. A simplified model of the geometrically complex vehicle is selected to make it analytically tractable. The simplified model consists of a single rigid core body with two attached flexible massless booms having tip masses. The states of the vehicle are defined as small perturbations about its steady-state spin. An analysis is performed to determine the domain of stability.

Seltzer, S. M.↗
NASA NTRS1981

HiMAT onboard flight computer system architecture and qualification

Two highly maneuverable aircraft technology (HiMAT) remotely piloted research vehicles (RPRV's) are being flight tested at NASA Dryden Flight Research Center, Edwards, California, to demonstrate and evaluate a number of technological advances applicable to future fighter aircraft. Closed-loop primary flight control is performed from a ground-based cockpit utilizing a digital computer and up/down telemetry links. A backup flight control system for emergency operation resides in one of two onboard computers. Other functions of the onboard computer system are uplink processing, downlink processing, engine control, failure detection, and redundancy management. This paper describes the architecture, functions, and flight qualification of the HiMAT onboard flight computer systems.

Myers, A. F.↗
NASA NTRS1985

Predicted performance benefits of an adaptive digital engine control system of an F-15 airplane

The highly integrated digital electronic control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrating engine-airframe control systems. Currently this is accomplished on the NASA Ames Research Center's F-15 airplane. The two control modes used to implement the systems are an integrated flightpath management mode and in integrated adaptive engine control system (ADECS) mode. The ADECS mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the available engine stall margin are continually computed. The excess stall margin is traded for thrust. The predicted increase in engine performance due to the ADECS mode is presented in this report.

Burcham, F. W., Jr.↗
NASA NTRS1985

Predicted performance benefits of an adaptive digital engine control system on an F-15 airplane

The highly integrated digital electronic control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrating engine-airframe control systems. Currently this is accomplished on the NASA Ames Research Center's F-15 airplane. The two control modes used to implement the systems are an integrated flightpath management mode and an integrated adaptive engine control system (ADECS) mode. The ADECS mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the available engine stall margin are continually computed. The excess stall margin is traded for thrust. The predicted increase in engine performance due to the ADECS mode is presented in this report.

Burcham, F. W., Jr.↗