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This document contains the Level 3 requirements associated with the subsystems of the Reactivity Control System (RCS) in the Microreactor Applications Research Validation and Evaluation (MARVEL) project.
The Apollo Program experience from early 1962 to July 1969 with respect to the engineering-simulation support and the problems encountered is summarized in this report. Engineering simulation in support of the Apollo guidance and control system is discussed in terms of design analysis and verification, certification of hardware in closed-loop operation, verification of hardware/software compatibility, and verification of both software and procedures for each mission. The magnitude, time, and cost of the engineering simulations are described with respect to hardware availability, NASA and contractor facilities (for verification of the command module, the lunar module, and the primary guidance, navigation, and control system), and scheduling and planning considerations. Recommendations are made regarding implementation of similar, large-scale simulations for future programs.
A flight investigation of a structural mode control system termed identical location of accelerometer and force (ILAF) was conducted on the XB-70-1 airplane. During the first flight tests, the ILAF system encountered localized structural vibration problems requiring a revision of the compensating network. After modification, successful structural mode control that did not adversely affect the rigid body dynamics was demonstrated. The ILAF system was generally more effective in supersonic than subsonic flight, because the conditions for which the system was designed were more nearly satisfied at supersonic speeds. The results of a turbulence encounter at a Mach number of 1.20 and an altitude of 9754 meters indicated that the ILAF system was effective in reducing the vehicle's response at this flight condition. An analytical study showed that the addition of a small canard to the modal suppression system would greatly improve the automatic control of the higher frequency symmetric modes.
The three large solar particle events, beginning on October 19, 1989 and lasting approximately six days, were characterized by high fluences of solar protons and heavy ions at 1 AU. During these events, an abnormally large number of upsets (243) were observed in the random access memory of the attitude control system (ACS) control processing electronics (CPE) on-board the geosynchronous TDRS-1 (Telemetry and Data Relay Satellite). The RAM unit affected was composed of eight Fairchild 93L422 memory chips. The Galileo spacecraft, launched on October 18, 1989 (one day prior to the solar particle events) observed the fluxes of heavy ions experienced by TDRS-1. Two solid-state detector telescopes on-board Galileo, designed to measure heavy ion species and energy, were turned on during time periods within each of the three separate events. The heavy ion data have been modeled and the time history of the events reconstructed to estimate heavy ion fluences. These fluences were converted to effective LET spectra after transport through the estimated shielding distribution around the TDRS-1 ACS system. The number of single event upsets (SEU) expected was calculated by integrating the measured cross section for the Fairchild 93L422 memory chip with average effective LET spectrum. The expected number of heavy ion induced SEU's calculated was 176. GOES-7 proton data, observed during the solar particle events, were used to estimate the number of proton-induced SEU's by integrating the proton fluence spectrum incident on the memory chips, with the two-parameter Bendel cross section for proton SEU'S. The proton fluence spectrum at the device level was gotten by transporting the protons through the estimated shielding distribution. The number of calculated proton-induced SEU's was 72, yielding a total of 248 predicted SEU'S, very dose to the 243 observed SEU'S. These calculations uniquely demonstrate the roles that solar heavy ions and protons played in the production of SEU's during the October 1989 solar particle events.
This document contains the Level 3 requirements associated with the subsystems of the Instrumentation Control System (ICS) in the Microreactor Applications Research Validation and Evaluation (MARVEL) project.
On April 15, 2010 President Barak Obama made the official announcement that the Constellation Program, which included the Ares I launch vehicle, would be canceled. NASA s Ares I launch vehicle was being designed to launch the Orion Crew Exploration Vehicle, returning humans to the moon, Mars, and beyond. It consisted of a First Stage (FS) five segment solid rocket booster and a liquid J-2X Upper Stage (US) engine. Roll control for the FS was planned to be handled by a dedicated Roll Control System (RoCS), located on the connecting interstage. Induced yaw or pitch moments experienced during FS ascent would have been handled by vectoring of the booster nozzle. After FS booster separation, the US Reaction Control System (ReCS) would have provided the US Element with three degrees of freedom control as needed. The best practices documented in this paper will be focused on the technical designs and producibility of both systems along with the partnership between NASA and Boeing, who was on contract to build the Ares I US Element, which included the FS RoCS and US ReCS. In regards to partnership, focus will be placed on integration along with technical work accomplished by Boeing. This will include detailed emphasis on task orders developed between NASA and Boeing that were used to direct specific work that needed to be accomplished. In summary, this paper attempts to capture key best practices that should be helpful in the development of future launch vehicle and spacecraft RCS designs.
The Technical Requirements Analysis and Control Systems (TRACS) software package is described. TRACS offers supplemental tools for the analysis, control, and interchange of project requirements. This package provides the fundamental capability to analyze and control requirements, serves a focal point for project requirements, and integrates a system that supports efficient and consistent operations. TRACS uses relational data base technology (ORACLE) in a stand alone or in a distributed environment that can be used to coordinate the activities required to support a project through its entire life cycle. TRACS uses a set of keyword and mouse driven screens (HyperCard) which imposes adherence through a controlled user interface. The user interface provides an interactive capability to interrogate the data base and to display or print project requirement information. TRACS has a limited report capability, but can be extended with PostScript conventions.
On April 15, 2010 President Barak Obama made the official announcement that the Constellation Program, which included the Ares I launch vehicle, would be canceled. NASA s Ares I launch vehicle was being designed to launch the Orion Crew Exploration Vehicle, returning humans to the moon, Mars, and beyond. It consisted of a First Stage (FS) five segment solid rocket booster and a liquid J-2X Upper Stage (US) engine. Roll control for the FS was planned to be handled by a dedicated Roll Control System (RoCS), located on the connecting interstage. Induced yaw or pitch moments experienced during FS ascent would have been handled by vectoring of the booster nozzle. After FS booster separation, the US Reaction Control System (ReCS) would have provided the US Element with three degrees of freedom control as needed. The lessons learned documented in this paper will be focused on the technical designs and producibility of both systems along with the partnership between NASA and Boeing, who was on contract to build the Ares I US Element, which included the FS RoCS and US ReCS. In regards to partnership, focus will be placed on integration along with technical work accomplished by Boeing with special emphasis on each task order. In summary, this paper attempts to capture key lessons learned that should be helpful in the development of future launch vehicle RCS designs.
In aircraft systems with digital controls, fiberoptics has advantages over wire systems because of its inherent immunity to electromagnetic noise (EMI) and electromagnetic pulses (EMP). It also offers a weight benefit when metallic conductors are replaced by optical fibers. To take full advantage of the benefits of optical waveguides, passive optical sensors are also being developed to eliminate the need for electrical power to the sensor. Fiberoptics may also be used for controlling actuators on engine and airframe. In this application, the optical fibers, connectors, etc. will be subjected to high temperature and vibrations. This paper discussed the use of fiberoptics in aircraft propulsion systems together with the optical sensors and optically controlled actuators being developed to take full advantage of the benefits which fiberoptics offers. The requirements for sensors and actuators in advanced propulsion systems are identified. The benefits of using fiberoptics in place of conventional wire systems are discussed as well as the environmental conditions under which the optical components must operate.
In aircraft systems with digital controls, fiberoptics has advantages over wire systems because of its inherent immunity to electromagnetic noise (EMI) and electromagnetic pulses (EMP). It also offers a weight benefit when metallic conductors are replaced by optical fibers. To take full advantage of the benefits of optical waveguides, passive optical sensors are also being developed to eliminate the need for electrical power to the sensor. Fiberoptics may also be used for controlling actuators on engine and airframe. In this application, the optical fibers, connectors, etc. will be subjected to high temperature and vibrations. This paper discussed the use of fiberoptics in aircraft propulsion systems together with the optical sensors and optically controlled actuators being developed to take full advantage of the benefits which fiberoptics offers. The requirements for sensors and actuators in advanced propulsion systems are identified. The benefits of using fiberoptics in place of conventional wire systems are discussed as well as the environmental conditions under which the optical components must operate.
A flight test is described in which an active structural/acoustic control system reduces turboprop induced interior noise on a Raytheon Aircraft Company 1900D airliner. Control inputs to 21 inertial force actuators were computed adaptively using a transform domain version of the multichannel filtered-X LMS algorithm to minimize the mean square response of 32 microphones. A combinatorial search algorithm was employed to optimize placement of the force actuators on the aircraft frame. Both single frequency and multi-frequency results are presented. Reductions of up to 15 dB were obtained at the blade passage frequency (BPF) during single frequency control tests. Simultaneous reductions of the BPF and next 2 harmonics of 10 dB, 2.5 dB and 3.0 dB, were obtained in a multi-frequency test.
The results of aerodynamic pressure and wingroot bending-moment testing conducted on a 0.015-scale Configuration 140A/B space shuttle vehicle orbiter reaction control system plume-impingement model are documented. The model was investigated at nominal Mach numbers of 5.3, 7.3, and 10.3, at unit Reynolds numbers of 4,200,000 ft, 7,300,000 ft, and 1,700,000 ft. Model attitude was varied in angle of attack from 18 deg to 38 deg at angles of sideslip from -2 deg to +2 deg. The test program was conducted to establish and reaffirm incremental orbiter pressure-profile and structural-loads data due to operation of the aftbody reaction control system pitch-down engines.
A motor controller system uses a rotary sensor with a plurality of signal conditioning units, coupled to the rotary sensor. Each of these units, which is associated with a particular range of motor output shaft rotation rates, generate a feedback signal indicative of the position of the motor s output shaft. A controller (i) converts a selected motor output shaft rotation rate to a corresponding incremental amount of rotational movement for a selected fixed time period, (ii) selects, at periodic completions of the selected fixed time period, the feedback signal from one of the signal conditioning units for which the particular range of motor output shaft rotation rates associated therewith encompasses the selected motor output shaft rotation rate, and (iii) generates a motor drive signal based on a difference between the incremental amount of rotational movement and the feedback signal from the selected one of the signal conditioning Units.
A derivation of the optimum response for a step input for plant transfer functions which have an unstable pole and further data on plants with a single zero in the left half of the s plane. The calculated data are presented tabulated in normalized form. Optimum control systems are considered. The optimum system is defined as one which keeps the error as small as possible regardless of the input, under the constraint that the input to the plant (or controlled system) is limited. Intuitive arguments show that in the case where only the error can be sensed directly, the optimum system is obtained from the optimum relay or on-off solution. References to known solutions are presented. For the case when the system is of the sampled-data type, arguments are presented which indicate the optimum sampled-data system may be extremely difficult if not impossible to realize practically except for very simple plant transfer functions. Two examples of aircraft attitude autopilots are presented, one for a statically stable and the other for a statically unstable airframe. The rate of change of elevator motion is assumed limited for these examples. It is shown that by use of nonlinear design techniques described in NASA TN D-20 one can obtain near optimum response for step inputs and reason- able response to sine wave inputs for either case. Also, the nonlinear design prevents inputs from driving the system unstable for either case.
The Spallation Neutron Source at Oak Ridge National Laboratory has been operating since 2006. An upgrade to double the machine power from 1.4 MW to 2.8 MW is currently underway and a project to add a second target station is in the preliminary design phase. While each project will add the controls needed for their specific scope, the existing control system hardware, software, and infrastructure require upgrades to maintain high availability and ensure the system will meet facility requirements into the future. While some systems have received new hardware due to obsolescence, much of the system is original apart from some maintenance and technology refresh. Software will also become obsolete and must be upgraded for sustainability. Further, requirements for system capacity can be expected to increase as more subsystems upgrade to smarter devices capable of higher data rates. This paper covers planned improvements to the integrated control system with a focus on reliability, sustainability, and future capability.
In the design and analysis of robust control systems for uncertain plants, the technique of formulating what is termed an M-delta model has become widely accepted and applied in the robust control literature. The M represents the transfer function matrix M(s) of the nominal system, and delta represents an uncertainty matrix acting on M(s). The uncertainty can arise from various sources, such as structured uncertainty from parameter variations or multiple unstructured uncertainties from unmodeled dynamics and other neglected phenomena. In general, delta is a block diagonal matrix, and for real parameter variations the diagonal elements are real. As stated in the literature, this structure can always be formed for any linear interconnection of inputs, outputs, transfer functions, parameter variations, and perturbations. However, very little of the literature addresses methods for obtaining this structure, and none of this literature addresses a general methodology for obtaining a minimal M-delta model for a wide class of uncertainty. Since have a delta matrix of minimum order would improve the efficiency of structured singular value (or multivariable stability margin) computations, a method of obtaining a minimal M-delta model would be useful. A generalized method of obtaining a minimal M-delta structure for systems with real parameter variations is given.
An experimental investigation was conducted to obtain detailed effects on supersonic vehicle hypersonic aerodynamic and stability and control characteristics of reaction control system jet flow field interactions with the local vehicle flow field. A 0.010-scale model was used. Six-component force data and wing, elevon, and body flap surface pressure data were obtained through an angle-of-attack range of -10 to +35 degrees with 0 deg angle of sideslip. The test was conducted with yaw, pitch and roll jet simulation at a free-stream Mach number of 10.3 and reaction control system plume simulation of flight dynamic pressures of 5, 10 and 20 PSF.
In this paper we consider the problem of test design for real-time fault detection and isolation (FDI) in the flight control system of fixed-wing aircraft. We focus on the faults that are manifested in the control surface elements (e.g., aileron, elevator, rudder and stabilizer) of an aircraft. For demonstration purposes, we restrict our focus on the faults belonging to nine basic fault classes. The diagnostic tests are performed on the features extracted from fifty monitored system parameters. The proposed tests are able to uniquely isolate each of the faults at almost all severity levels. A neural network-based flight control simulator, FLTZ(Registered TradeMark), is used for the simulation of various faults in fixed-wing aircraft flight control systems for the purpose of FDI.