Results for “LPC”

NASA NTRS1984

GASP cloud- and particle-encounter statistics and their application to LPC aircraft studies. Volume 1: Analysis and conclusions

Summary studies are presented for the entire cloud observation archieve from the NASA Global Atmospheric Sampling Program (GASP). Studies are also presented for GASP particle concentration data gathered concurrently with the cloud observations. Cloud encounters are shown on about 15 percent of the data samples overall, but the probability of cloud encounter is shown to vary significantly with altitude, latitude, and distance from the tropopause. Several meteorological circulation features are apparent in the latitudinal distribution of cloud cover, and the cloud encounter statistics are shown to be consistent with the classical mid-latitude cyclone model. Observations of clouds spaced more closely than 90 minutes are shown to be statistically dependent. The statistics for cloud and particle encounter are utilized to estimate the frequency of cloud encounter on long range airline routes, and to assess the probability and extent of laminar flow loss due to cloud or particle encounter by aircraft utilizing laminar flow control (LFC). It is shown that the probability of extended cloud encounter is too low, of itself, to make LFC impractical.

Jasperson, W. H.↗

NASA NTRS1994

P/N In(Al) GaAs multijunction laser power converters

Eight In(AI)GaAs PN junctions grown epitaxially on the semi-insulating wafer were monolithically integrated in series to boost the approximately 0.4V photovoltage per typical In(Al)GaAs junction to over 3 volts for the 1 sq cm laser power converted (LPC) chip. Advantages of multijunction LCP designs include the need for less circuitry for power reconditioning and the potential for lower I(sup 2)R power loss. As an example, these LPC's have a responsivity of approximately 1 amp/watt. With a single junction LPC, 100 watts/sq cm incident power would lead to about 100 A/sq cm short-circuit current at approximately 0.4V open-cicuit voltage. One disadvantage is the large current would lead to a large I(sup 2)R loss which would lower the fill factor so that 40 watts/sq cm output would not be obtained. Another is that few circuits are designed to work at 0.4 volts, so DC-DC power conversion circuitry would be necessary to raise the voltage to a reasonable level. The multijunction LPC being developed in this program is a step toward solving these problems. In the above example, an eight-junction LPC would have eight times the voltage, approximately 3V, so that DC-DC power conversion may not be needed in many instances. In addition, the multijunction LPC would have 1/8 the current of a single-junction LPC, for only 1/64 the I(sup 2)R loss if the series resistance is the same. Working monolithic multijunction laser power converters (LPC's) were made in two different compositions of the In(x)Al(y)Ga(1-x-y)As semiconductor alloy, In(0.53)Ga(0.47)As (0.74 eV) and In(0.5)Al(0.1)Ga(0.4)As (0.87 eV). The final 0.8 sq cm LPC's had output voltages of about 3 volts and output currents up to about one-half amp. Maximum 1.3 micron power conversion efficiencies were approximately 22 percent. One key advantage of multijunction LPC's is that they have higher output voltages, so that less DC-DC power conversion circuitry is needed in applications.

Wojtczuk, Steven↗

NASA NTRS1994

P/N In(Al) GaAs Multijunction Laser Power Converters

Eight In(Al)GaAs P/N junctions grown epitaxially on a semi-insulating wafer were monolithically integrated in series to boost the approx. 0.4 V photovoltage per typical In(Al)GaAs junction to over 3 volts for the 1 sq cm laser power converter (LPC) chip. This is the first report of a multijunction LPC for the 1.3 to 1.5 microns wavelength range. This wavelength range is optimum for laser power transmission over low- loss single-mode silica optical fiber, and is also useful with high efficiency 1.315 microns iodine lasers in free-space power transmission. Advantages of multijunction LPC designs include the need for less circuitry for power reconditioning and the potential for lower I(exp 2)R power loss. As an example, these LPCs have a responsivity of approx.1 amp/watt. With a single junction LPC, 100 watts/sq cm incident power would lead to about 100 A/sq cM short-circuit current at approx. 0.4 V open-circuit voltage. One disadvantage is the large current would lead to a large 1(exp 2)R loss which would lower the fill factor so that 40 wattS/sq cm output would not be obtained. Another is that few circuits are designed to work at 0.4 volts, so DC-DC power conversion circuitry would be necessary to raise the voltage to a reasonable level. The multijunction LPC being developed in this program is a step toward solving these problems. In the above example, an eight-junction LPC would have eight times the voltage, approx. 3 V, so that DC-DC power conversion may not be needed in many instances. In addition, the multijunction LPC would have 1/8 the current of a single-junction LPC, for only 1/64 the 1(exp 2)R loss if the series resistance is the same. Working monolithic multijunction laser power converters (LPCs) were made in two different compositions of the ln(x)Al(y)Ga(l-x-y)As semiconductor alloy, In(0.53)Ga(0.47)As (0.74 eV) and In(0.5)Al(0.1)Ga(0.4)As (0.87 eV). The final 0.8 sq cm LPCs had output voltages of about 3 volts and output currents up to about one-half amp. Maximum 1.3 microns power conversion efficiencies were approx. 22%. One key advantage of multijunction LPCs is that they have higher output voltages, so that less DC-DC power conversion circuitry is needed in applications.

Wojtczuk, Steven↗

NASA NTRSDate not supplied

Component Characterization of an eVTOL Reference Model for Crashworthiness Studies

Researchers at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) have conducted a series of structural component and seat level tests to improve finite element model (FEM) characterization of a representative vertical take-off and landing (eVTOL) test article developed by NASA. A full-scale dynamic test was conducted on the representative eVTOL test article in November of 2022. The test article represented a high wing, six passenger eVTOL design concept and is referred to as the lift plus cruise (LPC) test article. The full-scale test identified limitations in the analytical models used to predict aircraft structural response, in particular the composite material models did not effectively capture brittle failure of the structure which were measured during dynamic loading. To better understand the mechanism behind the composite material failure mechanisms observed and to improve the FEM, intact sample specimens of the composite airframe structure were recovered from the test article post-test and used in material characterization testing. In addition, the seat configurations used in the LPC test article were further studied using isolated seat and anthropomorphic test device (ATD) drop tower testing. Dynamic compression tests and three-point bend tests, conducted at varied impact speeds, were performed on the recovered frame section specimens. Additional testing was conducted to characterize the material properties of the forming foam, which remained in the frames after fabrication. These tests were used to improve characterization of the damage and failure parameters of the composite material model used in the FE model of the LPC test article. Seat level tests were conducted on the seats used in the LPC test article using acceleration pulses inclusive of current general aviation and rotorcraft certification load levels as well as conditions representative of those measured at the seat base during the LPC test. The structural material models and seat environment models of the LPC test article FEM were calibrated using the generated component test data. The updates made to these models were then integrated into the LPC FEM and simulated in the full-scale test condition. Results demonstrated the effectiveness of component testing to improve predictive capability of composite aerospace structural models within the crash and dynamic loading environments. Demonstration of the LPC FEM response across an accumulation of coupon, component, seat environment, and full-scale test levels provides confidence in the predictive capability of this model for future use in the study of occupant safety within eVTOL relevant crash environments.

Craswhorthiness↗

NASA NTRSDate not supplied

Component Characterization of an eVTOL Reference Model for Crashworthiness Studies

Researchers at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) have conducted a series of structural component and seat level tests to improve finite element model (FEM) characterization of a representative vertical take-off and landing (eVTOL) test article developed by NASA. A full-scale dynamic test was conducted on the representative eVTOL test article in November of 2022. The test article represented a high wing, six passenger eVTOL design concept and is referred to as the lift plus cruise (LPC) test article. The full-scale test identified limitations in the analytical models used to predict aircraft structural response, in particular the composite material models did not effectively capture brittle failure of the structure which were measured during dynamic loading. To better understand the mechanism behind the composite material failure mechanisms observed and to improve the FEM, intact sample specimens of the composite airframe structure were recovered from the test article post-test and used in material characterization testing. In addition, the seat configurations used in the LPC test article were further studied using isolated seat and anthropomorphic test device (ATD) drop tower testing. Dynamic compression tests and three-point bend tests, conducted at varied impact speeds, were performed on the recovered frame section specimens. Additional testing was conducted to characterize the material properties of the forming foam, which remained in the frames after fabrication. These tests were used to improve characterization of the damage and failure parameters of the composite material model used in the FE model of the LPC test article. Seat level tests were conducted on the seats used in the LPC test article using acceleration pulses inclusive of current general aviation and rotorcraft certification load levels as well as conditions representative of those measured at the seat base during the LPC test. The structural material models and seat environment models of the LPC test article FEM were calibrated using the generated component test data. The updates made to these models were then integrated into the LPC FEM and simulated in the full-scale test condition. Results demonstrated the effectiveness of component testing to improve predictive capability of composite aerospace structural models within the crash and dynamic loading environments. Demonstration of the LPC FEM response across an accumulation of coupon, component, seat environment, and full-scale test levels provides confidence in the predictive capability of this model for future use in the study of occupant safety within eVTOL relevant crash environments.

Craswhorthiness↗

NASA NTRS1984

Comparison of voice types for helicopter voice warning systems

Three related studies were conducted to compare different types of human voice warnings. In the first study, a comparison of three LPC-encoded voices, human female, human male, and phoneme-synthesized, by the criteria of pilot flight task performance showed no differences due to the voice type. In the second study, pilots' preferences were investigated, by comparing preference for direct synthesized speech to the LPC-encoded human female speech and to LPC-encoded synthesized speech. Most pilots were found to prefer direct synthesized speech over both LPC-encoded human female speech and the LPC-encoded synthesized speech. In the third study, phonetically balanced (PB) words heard in simulated helicopter noise were used to compare the intelligibility of direct synthesized and LPC-encoded phoneme-synthesized speech types. PB word intelligibility was found to be better for direct synthesized speech than for the LPC-encodes synthesized speech.

Simpson, C. A.↗

NASA NTRS2011

Comparing the Earth Impact Flux from Comets and Near-Earth Asteroids

Long-period comets (LPC), defined here as those active comets with orbital periods greater than 200 years, are the most difficult objects to mitigate should one be found on an Earth threatening trajectory. The arrival of these objects from the distant Oort cloud cannot be predicted and the impact warning time would be measured in a few months - not years. At the distance of Jupiter, an inactive cometary nucleus with a diameter of one kilometer and a geometric albedo equal to 0.04 would have an apparent magnitude fainter than 25 near opposition and, hence would be well outside the detection capability of current NEO search telescopes. In general LPCs do not become active, and hence discoverable, until inside the orbit of Jupiter and it takes but nine months for a LPC to travel the distance from Jupiter's orbit to that of the Earth.Estimating the impact energy for long-period comets is particularly difficult because the sizes and masses of these objects are not well known. Their solid nuclei are hidden from ground-based telescopes by their gas and dust atmospheres and even when nearby spacecraft observations can determine a size and shape for a cometary nucleus, there are no direct determinations of any cometary mass or bulk density to date. However, a variety of indirect bulk density determinations consistently provide values below one gram per cubic centimeter, the value for water. From measurements made by the Deep Impact spacecraft during its encounter with comet Tempel 1 in July 2005, the bulk density was estimated to be 0.6 grams per cubic centimeter. The mean impact velocity of a LPC is about 51 km/s, three times the 17 km/s value for a typical near-Earth asteroid (NEA) so the impact energy for an LPC would be 9 times that of a NEA of similar mass. However, the bulk density of a comet (approx. 0.6 g/cu cm) is several times less than the density of a stony NEA (approx. 2.6 g/ cu cm) so for a LPC and a stony NEA of the same size, the LPC's impact energy would be about twice that of the NEA.To properly allocate the limited resources available for NEO surveys and physical characterization, it is important to understand the relative threat from long-period comets versus the threat posed by near-Earth asteroids.

near Earth objects↗

NASA NTRS2002

A Logical Process Calculus

This paper presents the Logical Process Calculus (LPC), a formalism that supports heterogeneous system specifications containing both operational and declarative subspecifications. Syntactically, LPC extends Milner's Calculus of Communicating Systems with operators from the alternation-free linear-time mu-calculus (LT(mu)). Semantically, LPC is equipped with a behavioral preorder that generalizes Hennessy's and DeNicola's must-testing preorder as well as LT(mu's) satisfaction relation, while being compositional for all LPC operators. From a technical point of view, the new calculus is distinguished by the inclusion of: (1) both minimal and maximal fixed-point operators and (2) an unimple-mentability predicate on process terms, which tags inconsistent specifications. The utility of LPC is demonstrated by means of an example highlighting the benefits of heterogeneous system specification.

Cleaveland, Rance↗

NASA NTRS2014

Modeling the Deterioration of Engine and Low Pressure Compressor Performance During a Roll Back Event Due to Ice Accretion

The main focus of this study is to apply a computational tool for the flow analysis of the engine that has been tested with ice crystal ingestion in the Propulsion Systems Laboratory (PSL) of NASA Glenn Research Center. A data point was selected for analysis during which the engine experienced a full roll back event due to the ice accretion on the blades and flow path of the low pressure compressor. The computational tool consists of the Numerical Propulsion System Simulation (NPSS) engine system thermodynamic cycle code, and an Euler-based compressor flow analysis code, that has an ice particle melt estimation code with the capability of determining the rate of sublimation, melting, and evaporation through the compressor blade rows. Decreasing the performance characteristics of the low pressure compressor (LPC) within the NPSS cycle analysis resulted in matching the overall engine performance parameters measured during testing at data points in short time intervals through the progression of the roll back event. Detailed analysis of the fan-core and LPC with the compressor flow analysis code simulated the effects of ice accretion by increasing the aerodynamic blockage and pressure losses through the low pressure compressor until achieving a match with the NPSS cycle analysis results, at each scan. With the additional blockages and losses in the LPC, the compressor flow analysis code results were able to numerically reproduce the performance that was determined by the NPSS cycle analysis, which was in agreement with the PSL engine test data. The compressor flow analysis indicated that the blockage due to ice accretion in the LPC exit guide vane stators caused the exit guide vane (EGV) to be nearly choked, significantly reducing the air flow rate into the core. This caused the LPC to eventually be in stall due to increasing levels of diffusion in the rotors and high incidence angles in the inlet guide vane (IGV) and EGV stators. The flow analysis indicating compressor stall is substantiated by the video images of the IGV taken during the PSL test, which showed water on the surface of the IGV flowing upstream out of the engine, indicating flow reversal, which is characteristic of a stalled compressor.

Veres, Joseph P.↗

NASA NTRS2014

Modeling the Deterioration of Engine and Low Pressure Compressor Performance During a Roll Back Event Due to Ice Accretion

The main focus of this study is to apply a computational tool for the flow analysis of the engine that has been tested with ice crystal ingestion in the Propulsion Systems Laboratory (PSL) of NASA Glenn Research Center. A data point was selected for analysis during which the engine experienced a full roll back event due to the ice accretion on the blades and flow path of the low pressure compressor. The computational tool consists of the Numerical Propulsion System Simulation (NPSS) engine system thermodynamic cycle code, and an Euler-based compressor flow analysis code, that has an ice particle melt estimation code with the capability of determining the rate of sublimation, melting, and evaporation through the compressor blade rows. Decreasing the performance characteristics of the low pressure compressor (LPC) within the NPSS cycle analysis resulted in matching the overall engine performance parameters measured during testing at data points in short time intervals through the progression of the roll back event. Detailed analysis of the fan-core and LPC with the compressor flow analysis code simulated the effects of ice accretion by increasing the aerodynamic blockage and pressure losses through the low pressure compressor until achieving a match with the NPSS cycle analysis results, at each scan. With the additional blockages and losses in the LPC, the compressor flow analysis code results were able to numerically reproduce the performance that was determined by the NPSS cycle analysis, which was in agreement with the PSL engine test data. The compressor flow analysis indicated that the blockage due to ice accretion in the LPC exit guide vane stators caused the exit guide vane (EGV) to be nearly choked, significantly reducing the air flow rate into the core. This caused the LPC to eventually be in stall due to increasing levels of diffusion in the rotors and high incidence angles in the inlet guide vane (IGV) and EGV stators. The flow analysis indicating compressor stall is substantiated by the video images of the IGV taken during the PSL test, which showed water on the surface of the IGV flowing upstream out of the engine, indicating flow reversal, which is characteristic of a stalled compressor.

Jorgenson, Philip C. E.↗

NASA NTRS1988

A 4.8 kbps code-excited linear predictive coder

A secure voice system STU-3 capable of providing end-to-end secure voice communications (1984) was developed. The terminal for the new system will be built around the standard LPC-10 voice processor algorithm. The performance of the present STU-3 processor is considered to be good, its response to nonspeech sounds such as whistles, coughs and impulse-like noises may not be completely acceptable. Speech in noisy environments also causes problems with the LPC-10 voice algorithm. In addition, there is always a demand for something better. It is hoped that LPC-10's 2.4 kbps voice performance will be complemented with a very high quality speech coder operating at a higher data rate. This new coder is one of a number of candidate algorithms being considered for an upgraded version of the STU-3 in late 1989. The problems of designing a code-excited linear predictive (CELP) coder to provide very high quality speech at a 4.8 kbps data rate that can be implemented on today's hardware are considered.

Tremain, Thomas E.↗

NASA NTRS2016

Modeling of Highly Instrumented Honeywell Turbofan Engine Tested with Ice Crystal Ingestion in the NASA Propulsion System Laboratory

The Propulsion Systems Laboratory (PSL), an altitude test facility at NASA Glenn Research Center, has been used to test a highly instrumented turbine engine at simulated altitude operating conditions. This is a continuation of the PSL testing that successfully duplicated the icing events that were experienced in a previous engine (serial LF01) during flight through ice crystal clouds, which was the first turbofan engine tested in PSL. This second model of the ALF502R-5A serial number LF11 is a highly instrumented version of the previous engine. The PSL facility provides a continuous cloud of ice crystals with controlled characteristics of size and concentration, which are ingested by the engine during operation at simulated altitudes. Several of the previous operating points tested in the LF01 engine were duplicated to confirm repeatability in LF11. The instrumentation included video cameras to visually illustrate the accretion of ice in the low pressure compressor (LPC) exit guide vane region in order to confirm the ice accretion, which was suspected during the testing of the LF01. Traditional instrumentation included static pressure taps in the low pressure compressor inner and outer flow path walls, as well as total pressure and temperature rakes in the low pressure compressor region. The test data was utilized to determine the losses and blockages due to accretion in the exit guide vane region of the LPC. Multiple data points were analyzed with the Honeywell Customer Deck. A full engine roll back point was modeled with the Numerical Propulsion System Simulation (NPSS) code. The mean line compressor flow analysis code with ice crystal modeling was utilized to estimate the parameters that indicate the risk of accretion, as well as to estimate the degree of blockage and losses caused by accretion during a full engine roll back point. The analysis provided additional validation of the icing risk parameters within the LPC, as well as the creation of models for estimating the rates of blockage growth and losses.

Simulation↗

NASA NTRS1987

Digital signal processing algorithms for automatic voice recognition

The current digital signal analysis algorithms are investigated that are implemented in automatic voice recognition algorithms. Automatic voice recognition means, the capability of a computer to recognize and interact with verbal commands. The digital signal is focused on, rather than the linguistic, analysis of speech signal. Several digital signal processing algorithms are available for voice recognition. Some of these algorithms are: Linear Predictive Coding (LPC), Short-time Fourier Analysis, and Cepstrum Analysis. Among these algorithms, the LPC is the most widely used. This algorithm has short execution time and do not require large memory storage. However, it has several limitations due to the assumptions used to develop it. The other 2 algorithms are frequency domain algorithms with not many assumptions, but they are not widely implemented or investigated. However, with the recent advances in the digital technology, namely signal processors, these 2 frequency domain algorithms may be investigated in order to implement them in voice recognition. This research is concerned with real time, microprocessor based recognition algorithms.

Botros, Nazeih M.↗

NASA NTRS1990

A variable rate speech compressor for mobile applications

One of the most promising speech coder at the bit rate of 9.6 to 4.8 kbits/s is CELP. Code Excited Linear Prediction (CELP) has been dominating 9.6 to 4.8 kbits/s region during the past 3 to 4 years. Its set back however, is its expensive implementation. As an alternative to CELP, the Base-Band CELP (CELP-BB) was developed which produced good quality speech comparable to CELP and a single chip implementable complexity as reported previously. Its robustness was also improved to tolerate errors up to 1.0 pct. and maintain intelligibility up to 5.0 pct. and more. Although, CELP-BB produces good quality speech at around 4.8 kbits/s, it has a fundamental problem when updating the pitch filter memory. A sub-optimal solution is proposed for this problem. Below 4.8 kbits/s, however, CELP-BB suffers from noticeable quantization noise as a result of the large vector dimensions used. Efficient representation of speech below 4.8 kbits/s is reported by introducing Sinusoidal Transform Coding (STC) to represent the LPC excitation which is called Sine Wave Excited LPC (SWELP). In this case, natural sounding good quality synthetic speech is obtained at around 2.4 kbits/s.

Yeldener, S.↗

NASA NTRS2010

Water Injection on Commercial Aircraft to Reduce Airport Nitrogen Oxides

The potential nitrogen oxide (NO(x) reductions, cost savings, and performance enhancements identified in these initial studies of waterinjection technology strongly suggest that it be further pursued. The potential for engine maintenance cost savings from this system should make it very attractive to airline operators and assure its implementation. Further system tradeoff studies and engine tests are needed to answer the optimal system design question. Namely, would a low-risk combustor injection system with 70- to 90-percent NO(x) reduction be preferable, or would a low-pressure compressor (LPC) misting system with only 50-percent NO(x) reduction but larger turbine inlet temperature reductions be preferable? The low-pressure compressor injection design and operability issues identified in the report need to be addressed because they might prevent implementation of the LPC type of water-misting system. If water-injection technology challenges are overcome, any of the systems studied would offer dramatic engine NO(x) reductions at the airport. Coupling this technology with future emissions-reduction technologies, such as fuel-cell auxiliary power units will allow the aviation sector to address the serious challenges of environmental stewardship, and NO(x) emissions will no longer be an issue at airports.

Daggett, David L.↗

NASA NTRS2010

Conceptual Design of a Two Spool Compressor for the NASA Large Civil Tilt Rotor Engine

This paper focuses on the conceptual design of a two spool compressor for the NASA Large Civil Tilt Rotor engine, which has a design-point pressure ratio goal of 30:1 and an inlet weight flow of 30.0 lbm/sec. The compressor notional design requirements of pressure ratio and low-pressure compressor (LPC) and high pressure ratio compressor (HPC) work split were based on a previous engine system study to meet the mission requirements of the NASA Subsonic Rotary Wing Projects Large Civil Tilt Rotor vehicle concept. Three mean line compressor design and flow analysis codes were utilized for the conceptual design of a two-spool compressor configuration. This study assesses the technical challenges of design for various compressor configuration options to meet the given engine cycle results. In the process of sizing, the technical challenges of the compressor became apparent as the aerodynamics were taken into consideration. Mechanical constraints were considered in the study such as maximum rotor tip speeds and conceptual sizing of rotor disks and shafts. The rotor clearance-to-span ratio in the last stage of the LPC is 1.5% and in the last stage of the HPC is 2.8%. Four different configurations to meet the HPC requirements were studied, ranging from a single stage centrifugal, two axi-centrifugals, and all axial stages. Challenges of the HPC design include the high temperature (1,560deg R) at the exit which could limit the maximum allowable peripheral tip speed for centrifugals, and is dependent on material selection. The mean line design also resulted in the definition of the flow path geometry of the axial and centrifugal compressor stages, rotor and stator vane angles, velocity components, and flow conditions at the leading and trailing edges of each blade row at the hub, mean and tip. A mean line compressor analysis code was used to estimate the compressor performance maps at off-design speeds and to determine the required variable geometry reset schedules of the inlet guide vane and variable stators that would result in the transonic stages being aerodynamically matched with high efficiency and acceptable stall margins based on user specified maximum levels of rotor diffusion factor and relative velocity ratio.

Veres, Joseph P.↗

NASA NTRSDate not supplied

Developing Urban Air Mobility Vehicle Models to Support Air Traffic Management Concept Development

To support Urban Air Mobility (UAM) research efforts at NASA, the Airspace Target Generator (ATG) software used in the FutureFlight Central (FFC) air traffic control tower simulator is undergoing updates to support physics-based UAM vehicle models. A process was developed to integrate UAM vertical takeoff and landing (VTOL) aircraft into the fixed-wing ATG modeling environment without significant change to the underlying equations of motion and vehicle model database. The VTOL aircraft models were converted from a six degrees-of-freedom (6-DOF) representation into a four degrees-of-freedom (4-DOF) representation for integration within ATG. Three vehicle designs from the NASA Revolutionary Vertical-Lift Technologies (RVLT) project were selected: a lift-plus-cruise (LPC) aircraft model and quadrotor, electric-powered (QEP) 1-seater and 6-seater models. With the LPC model comprised of a nonlinear force and moment build-up, and the QEP models comprised of linearized stability derivatives, two separate processes were developed to convert the lift, drag, and propulsion characteristics of each model into the ATG model database. Key aircraft performance characteristics including climb, cruise, and descent performance were preserved during the conversion process. Because ATG simulates fixed-wing aircraft through ground taxi and takeoff to approach and landing, acceleration command algorithms were developed to model the vertical takeoff and vertical landing phase of UAM operations. A strategy was then developed to transition the aircraft model to- and from- the new control mode.

urban air mobility↗

NASA NTRSDate not supplied

Simulation of Lift plus Cruise Vehicle Models to Define a Full-Scale Crash Test Campaign

A series of dynamic simulations were completed on the National Aeronautics and Space Administration(NASA) Lift plus Cruise (LPC) concept electric Vertical Take-off and Landing (eVTOL) vehicle in preparation for an anticipated future full-scale crash-test campaign. The crash test campaign is envisioned as a data gathering exercise with an intent generating full-scale test data to inform eVTOL crashworthiness regulations, evaluate the use of energy absorbing concepts within vehicle design, and validate finite element modeling techniques used in crashworthiness predictions. This report discusses the two main objectives for the simulation efforts: the development of a structural cabin section, and a series of analyses utilized to determine the sensitivities of impact variables. A structural cabin section was created based from previous research efforts involving the LPC vehicle utilized for occupant response. To refine for the structural modifications, the wing and tail sections of the vehicle were removed. The tail was replaced with a representative mass at the aft of the fuselage. The overhead wing was replaced with a beam structure sized to approximate the bending response of the wing under crash loading conditions. The beam structure was fixed to the fuselage similar to the original Wingbox design in order to properly capture effects of this overhead mass on survivable volume within the vehicle. The fidelity of the fuselage frame structure within the FEM was increased to quantify the effect of frame sizing on structural response. From this an eVTOL test article design was developed, which satisfied basic crashworthiness requirements, was reconfigurable to assess the effect of various design avenues on structural response and optimized to improve manufacturability. The impact variable sensitivity results primarily show the orientation of the impact vector played a major role in types of injuries sustained, along with their severity. The vehicle was largely insensitive to small variations in pitch attitude but highly sensitive to both impact surface at certain angles and landing gear location.

eVTOL↗