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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Augmented Adaptive Control of a Wind Turbine in the Presence of Structural Modes

Wind turbines operate in highly turbulent environments resulting in aerodynamic loads that can easily excite turbine structural modes, potentially causing component fatigue and failure. Two key technology drivers for turbine manufacturers are increasing turbine up time and reducing maintenance costs. Since the trend in wind turbine design is towards larger, more flexible turbines with lower frequency structural modes, manufacturers will want to develop methods to operate in the presence of these modes. Accurate models of the dynamic characteristics of new wind turbines are often not available due to the complexity and expense of the modeling task, making wind turbines ideally suited to adaptive control. In this paper, we develop theory for adaptive control with rejection of disturbances in the presence of modes that inhibit the controller. We use this method to design an adaptive collective pitch controller for a high-fidelity simulation of a utility-scale, variable-speed wind turbine operating in Region 3. The objective of the adaptive pitch controller is to regulate generator speed, accommodate wind gusts, and reduce the interference of certain structural modes in feedback. The control objective is accomplished by collectively pitching the turbine blades. The adaptive pitch controller for Region 3 is compared in simulations with a baseline classical Proportional Integrator (PI) collective pitch controller.

Frost, Susan A.↗
NASA NTRS2009

Adaptive Control of a Transport Aircraft Using Differential Thrust

The paper presents an adaptive control technique for a damaged large transport aircraft subject to unknown atmospheric disturbances such as wind gust or turbulence. It is assumed that the damage results in vertical tail loss with no rudder authority, which is replaced with a differential thrust input. The proposed technique uses the adaptive prediction based control design in conjunction with the time scale separation principle, based on the singular perturbation theory. The application of later is necessitated by the fact that the engine response to a throttle command is substantially slow that the angular rate dynamics of the aircraft. It is shown that this control technique guarantees the stability of the closed-loop system and the tracking of a given reference model. The simulation example shows the benefits of the approach.

Stepanyan, Vahram↗
NASA NTRS2011

Chance-Constrained Guidance With Non-Convex Constraints

Missions to small bodies, such as comets or asteroids, require autonomous guidance for descent to these small bodies. Such guidance is made challenging by uncertainty in the position and velocity of the spacecraft, as well as the uncertainty in the gravitational field around the small body. In addition, the requirement to avoid collision with the asteroid represents a non-convex constraint that means finding the optimal guidance trajectory, in general, is intractable. In this innovation, a new approach is proposed for chance-constrained optimal guidance with non-convex constraints. Chance-constrained guidance takes into account uncertainty so that the probability of collision is below a specified threshold. In this approach, a new bounding method has been developed to obtain a set of decomposed chance constraints that is a sufficient condition of the original chance constraint. The decomposition of the chance constraint enables its efficient evaluation, as well as the application of the branch and bound method. Branch and bound enables non-convex problems to be solved efficiently to global optimality. Considering the problem of finite-horizon robust optimal control of dynamic systems under Gaussian-distributed stochastic uncertainty, with state and control constraints, a discrete-time, continuous-state linear dynamics model is assumed. Gaussian-distributed stochastic uncertainty is a more natural model for exogenous disturbances such as wind gusts and turbulence than the previously studied set-bounded models. However, with stochastic uncertainty, it is often impossible to guarantee that state constraints are satisfied, because there is typically a non-zero probability of having a disturbance that is large enough to push the state out of the feasible region. An effective framework to address robustness with stochastic uncertainty is optimization with chance constraints. These require that the probability of violating the state constraints (i.e., the probability of failure) is below a user-specified bound known as the risk bound. An example problem is to drive a car to a destination as fast as possible while limiting the probability of an accident to 10(exp -7). This framework allows users to trade conservatism against performance by choosing the risk bound. The more risk the user accepts, the better performance they can expect.

FROM↗
NASA NTRS2015

The Unusual Evolution of Hurricane Arthur 2014

Hurricane Arthur (2014) was an early season hurricane that had its roots in a convective complex in the Southern Plains of the U.S. As the complex moved into northern Texas, a Mesoscale Convective Vortex (MCV) formed and drifted towards the east of the southern U.S. for a few days before emerging over the southwest Atlantic near South Carolina. The MCV drifted south and slowly acquired tropical characteristics, eventually becoming a Category 2 hurricane that would affect much of eastern North Carolina prior to the 4th of July holiday weekend. Arthur continued up the coast, brushing portions of southeast New England and merged with an upper-level low, completing a full tropical to extratropical-transition in the process, producing damaging wind gusts in portions of the Canadian Maritimes. As part of the GOES-R and JPSS Satellite Proving Grounds, multiple proxy and operational products were available to analyze and forecast this complex evolution. The Storm Prediction Center had products available to monitor the initial severe thunderstorm aspect, while the National Hurricane Center and Ocean Prediction Center were able to monitor the tropical and extratropical transition of Arthur using various convective and red, green, blue (RGB) products that have been introduced in recent years. This paper will discuss Arthur's evolution through the eyes of the various Satellite Proving Ground demonstrations.

Folmer, Michael↗
NASA NTRS2016

Measured Noise from Small Unmanned Aerial Vehicles

Proposed uses of small unmanned aerial vehicles (UAVs), including home package delivery, have the potential to expose large portions of communities to a new noise source. This paper discusses results of flyover noise measurements of four small UAVs, including an internal combustion-powered model airplane and three battery-powered multicopters. Basic noise characteristics of these vehicles are discussed, including spectral properties and sound level metrics such as sound pressure level, effective perceived noise level, and sound exposure level. The size and aerodynamic characteristics of the multicopters in particular make their flight path susceptible to atmospheric disturbances such as wind gusts. These gusts, coupled with a flight control system that varies rotor speed to maintain vehicle stability, create an unsteady acoustic signature. The spectral variations resulting from this unsteadiness are explored, in both hover and flyover conditions for the multicopters. The time varying noise, which differs from the relatively steady noise generated by large transport aircraft, may complicate the prediction of human annoyance using conventional sound level metrics.

Cabell, Randolph↗
NASA NTRS2018

Dynamics and Control of Quadcopter in Uncertain Environment

We consider problem of dynamics, control, and uncertainty quantification for quadcopter. We use the 6DOF model of quadcopter dynamics, linear quadratic regulator and linear quadratic Gaussian control of quadcopter in the presence of dynamical disturbances, measurement noise, hidden dynamical variables, dashing GPS signal, and wind gusts to predict quadcopter trajectory. We identify key sources of uncertainties and report on progress in development of a system that estimates the probability of safety-critical events using a set of algorithms based on the trajectory predictions.

uncertainty quantification↗
NASA NTRS2021

Evidence of Warm Core Structure Maintenance Over Land: A Case Study Analysis of Cyclone Kelvin

Cyclone Kelvin made landfall in northwest Australia as a category 1 storm on 18 February 2018. After landfall, tropical cyclones typically weaken due to the exhaustion of a moisture supply. Cyclone Kelvin continued to intensify with winds gusting to 100 knots and significant flooding well inland. A distinct eye feature also formed well after landfall. An analysis of meteorological satellite, MERRA2reanalysis, and Global Data Assimilation System (GDAS) data was employedin a case study of Cyclone Kelvin. Using a cyclone phase diagram, it is confirmed that a warm core structure was maintained as Cyclone Kelvin continued to move inland, even through a period of brief inland intensification.

Cyclone Kelvin↗
NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas​. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS​. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. ​A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗
NASA NTRSDate not supplied

Tensor Decomposition Analysis for UAV Anomaly Detection

Vibrational anomalies can provide valuable insights into the health status of an unmanned aerial vehicle, potentially indicating system degradation including propeller, motor, or sensor damage, as well as environmental anomalies such as strong wind gusts and turbulence. However, many causes for vibrational anomalies are not related to vehicle health, such as sharp shifts in velocity or direction of flight. Thus, depending strictly on vibration signals to detect anomalies can result in false positives for failures. Hence, it is important to include additional telemetries in detecting and diagnosing in-flight anomalies. This paper considers an approach to anomaly detection based on tensor decompositions that incorporates information from vibration signals, as well as additional flight data such as velocity, current draw, voltage drop, and attitude. Using experimental flight data collected by the University of Notre Dame, we construct third-order tensors then apply the CANDECOMP/PARAFAC decomposition to identify trends within each flight and classify flights as nominal or anomalous.

unmanned aviation↗
NASA NTRS2024

Computing Proximity to Threat Along Uncertain Trajectory to Support Urban Air Mobility

Many airspace threats affect the selection of a flight route, such as terrain, physical obstacles, adverse weather, and special-use airspace, among others. Threat avoidance during Urban Air Mobility (UAM) and Low Altitude Mobility (LAM) flights is especially challenging due to their lower cruising altitudes. These operations may be exposed to buildings, towers, trees, terrain undulations, etc., along much of their flight route. Moreover, these low-altitude flights in urban environments are expected to encounter very busy airspace, increasing the workload associated with threat avoidance. The Proximity to Threat (PtT) function aims to support onboard or remote pilots by computing the risk from geospatial threats in the airspace along an aircraft’s flight path. The threats are both static entities and dynamic airspace restrictions that have been modeled and stored in geo-referenced mapping databases. The flight path may be specified by waypoints, airways, or similar discrete route elements or by a time series of closely spaced position and altitude points. Flight path uncertainty can also be taken into account by assuming both the position and altitude to be sampled from two normal distributions, each being specified by a mean and variance. PtT uses this additional information to verify that the flight path remains clear of threats along a wider path or if a position is reached earlier or later than anticipated, assuring the pilot or operator that there will be an available safety margin even if the aircraft deviates due to one or more occurrences of unexpected wind gusts, mechanical failures, airspeed changes, collision avoidance maneuvers, etc. The client can specify an uncertainty confidence level to bound the set of trajectories evaluated for threats so that the confidence level corresponds to the client’s risk tolerance under the expected conditions. PtT can be used as a pre-flight planning tool to determine a safe route through known threats and in-flight to avoid emerging or changing threats. In this report, we present the PtT function, discuss how the trajectory uncertainty is incorporated into the PtT function, and describe the use of this PtT function in a representative scenario.

urban air mobility↗
NASA NTRS2020

Simulation and Modeling of Flow Generated by Gust Generator in a Wind Tunnel

A computational study of a gust field generated by a gust generator in a low-speed wind tunnel. The gust generator is designed for the University of Washington Aeronautical Laboratory (UWAL) Kirsten wind tunnel for a gust load alleviation (GLA) control experiment of a Common Research Model (CRM) flexible wing utilizing the Variable Camber Continuous Trailing Edge Flap (VCCTEF). The gust generator comprises four horizontal NACA 0015 gust generator vanes placed upstream of the test section. Computational fluid dynamics simulations using a two-dimensional (2D) Unsteady-Reynolds-Averaged-Navier-Stokes (URANS) with k-ω Shear Stress Transport (SST) turbulence model provide detailed time-resolved information about the generated flow by the gust generator under prescribed sinusoidal motion. The characteristics of the induced flow by the gust generator are analyzed. A gust propagation model of the gust field is investigated. An unsteady lift model is developed using a varying-fidelity approach which includes a 2D interference aerodynamic model of the combined gust generator-wing system. The computed integrated unsteady lift is compared to experimental data for validation of the unsteady lift model. Both the amplitude and transport delay are found to be accurately captured by the unsteady lift model.

Nhan, Nguyen↗
NASA NTRS1985

Preliminary study of inphase gusts and moment force wind loads over the first 150 meters at KSC, Florida

A mathematical/statistical analysis of inphase gusts and wind velocity moment forces over the first 150 m at the Kennedy Space Center (KSC) is presented. The wind velocity profile data were acquired at the KSC 150 m ground wind tower. The results show that planetary boundary layer (PBL) winds can sustain near peak speeds for periods up to 60 sec and longer. This is proven from calculating the autocorrelation functions of moment forces for several 10 min cases of wind profile data. The results show that lower atmospheric planetary boundary layer winds have periodic variations for long periods of time. This flow characteristic is valuable as aerospace vehicle engineering and design criteria where wind loading must be determined.

Kaufman, J. W.↗
NASA NTRS2001

Application of HARLIE Measurements in Mesoscale Studies: Measurements of Aerosol Backscatter and Winds During A Gust Front

Lidar atmospheric systems have required large telescope for receiving atmospheric backscatter signals. Thus, the relative complexity in size and ease of operation has limited their wider use in the atmospheric science and meteorology community. The Holographic Airborne Rotating Lidar Instrument Experiment (HARLIE) uses a scanning holographic receiver and demonstrates that these issues can be overcome. HARLIE participated at the DOE-ARM Southern Great Plains site (CART) during the Water Vapor Intensive Operation Period (WVIOP2000) held September-October 2000. It provided exceptional high temporal and spatial resolution measurements of aerosol and cloud backscatter in three dimensions. HARLIE recorded over 110 hours of data were recorded on 16 days between 17 September and 6 October 2000. Placed in a ground-based trailer for upward looking scanning measurements of clouds and aerosols, HARLIE provided a unique record of time-resolved atmospheric backscatter at 1-micron wavelength. The conical scanning lidar measures atmospheric backscatter on the surface of an inverted 90 degree (full angle) cone up to an altitude of 20 km, 360-degree scans having spatial resolutions of 20 meters in the vertical and 1 degree in azimuth were obtained every 36 seconds during the daily, operating period. In this study we present highlights of HARLIE-based measurements of the boundary layer and cloud parameters as well as atmospheric wind vectors where there is sufficiently resolved structure in the backscatter. In particular we present data and discussions from a bore-front case observed on 23 September 2000.

Demoz, Belay↗
NASA NTRS1974

Gust Generator for a Supersonic Wind Tunnel

The effectiveness was investigated of a flat plate gust generator that was located in the nozzle throat of the Lewis 10- by 10-foot supersonic wind tunnel. Gust plates were tested at nozzle wall Mach numbers of 3.1, 2.4, and 2.0. Test results show that the flat plate concept may be used as a gust generator for a wind tunnel; however, more extensive investigation is required to completely define its capabilities and limitations. For the single transient data point recorded, a gust amplitude (decrement) of 0.15 in Mach number was obtained. Analysis of these transient data indicates a response with a corner frequency of at least 8 hertz.

Sanders, Bobby W.↗
NASA NTRS1990

Automatic detection of low altitude wind shear due to gust fronts in the terminal Doppler weather radar operational demonstration

A gust front is the leading edge of the cold air outflow from a thunderstorm. Wind shears and turbulence along the gust front may produce potentially hazardous conditions for an aircraft on takeoff or landing such that runway operations are significantly impacted. The Federal Aviation Administration (FAA) has therefore determined that the detection of gust fronts in the terminal environment be an integral part of the Terminal Doppler Weather Radar (TDWR) system. Detection of these shears by the Gust Front Algorithm permits the generation of warnings that can be issued to pilots on approach and departure. In addition to the detection capability, the algorithm provides an estimate of the wind speed and direction following the gust front (termed wind shift) and the forecasted location of the gust front up to 20 minutes before it impacts terminal operations. This has shown utility as a runway management tool, alerting runway supervisors to approaching wind shifts and the possible need to change runway configurations. The formation and characteristics of gust fronts and their signatures in Doppler radar data are discussed. A brief description of the algorithm and its products for use by Air Traffic Control (ATC), along with an assessment of the algorithm's performance during the 1988 Operational Test and Evaluation, is presented.

Klingle-Wilson, Diana↗