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The IVA Payloads team provides two types of assessments for payloads with different timelines depending on the complexity and flight of the payload. This presentation provides insight into the products and services provided by the Topology team and the proper channels for requesting Topology Assessments or Placement Studies.
There has been considerable research on choosing actuator and sensor locations in large flexible spacecraft in order to optimize the controllability and observability of the system, or to maximize some objective function of control system performance. Future large flexible spacecraft may require on-orbit identification of the structure to tune the control system, because such tests cannot be performed in a one-g environment before launch. This indicates that the choice of actuator and sensor locations must serve a dual purpose, for control and for identification. This paper develops concepts for a degree of identifiability and studies placement of actuators and sensors on a free-free beam to optimize such objective functions. The results in this simple situation suggest that in free-free spacecraft structures in orbit, placement for control and placement for identification may often be consistent objectives rather than conflicting objectives.
A systematic procedure of placing accelerometers for the on-orbit modal identification of large flexible space structures is addressed. Target modes for modal testing are selected by examining the modal cost of each mode. Assuming that a time-domain modal identification algorithm such as Eigensystem Realization Algorithm is employed to identify the modes from measured time response data, the sensors are placed to ensure the recovery of the target modes. As an application example of the procedure, an accelerometer placement study for the Space Station Freedom On-Orbit Modal Identification Experiment is presented.
A multiple shaker placement methodology is developed and tested using a topology optimization technique. Current multiple shaker placement methodology requires optimum accelerometer placement and optimum single-shaker placement techniques. The proposed methodology is tested using a finite element model of the X-59 Low Boom Flight Demonstrator aircraft. The effective independence and the driving point acceleration transfer function (DPATF) methods are used for the accelerometer placement study. In this study, four shakers are used to excite each mode more effectively during the ground vibration test; all the modes of interest thus are separated into four groups. Each shaker takes care of a separate group of modes. Grouping the modes of interest is performed utilizing topology optimization. The number of modes for each group therefore will be automatically decided during grouping. For each group of modes, perform the following two steps to determine optimal location of four shakers: 1) At each accelerometer location, compare the magnitude of DPATF values at natural frequencies, select the minimum value, and make a vector with these minimum values of the DPATF magnitudes for each group; and 2) Select the degrees of freedom corresponding to the maximum value of this vector. The objective function value is the maximum value of the vector with minimum value of the magnitude of the superposed acceleration transfer function. This objective function value is maximized by changing the modes for each group. Forty accelerometers are enough to have good correlation between mode shapes obtained from the reduced order model and the simulated ground vibration test.
The placement of base facilities in subsurface tunnels created as a result of subsurface mining is described as an alternative to the establishing of a base on the lunar surface. Placement of the base facilities and operations in subselenean tunnels will allow personnel to live and work free from the problem of radiation and temperature variations. A conceptual design for a tunneling device applicable to such a lunar base application was performed to assess the feasibility of the concept. A tunneler was designed which would melt through the lunar material leaving behind glass lined tunnels for later development. The tunneler uses a nuclear generator which supplies the energy to thermally melt the regolith about the cone shaped head. Melted regolith is exacavated through intakes in the head and transferred to a truck which hauls it to the surface. The tunnel walls are solidified to provide support lining by using an active cooling system about the mid section of the tunneler. Also addressed is the rationale for a subselenean tunneler and the tunneler configuration and subsystems, as well as the reasoning behind the resulting design.
This paper investigates the relationship between open hole tensile strength and distance between a hole and a stitch in a textile composite material. Tension tests were completed on various specimens with widths of 1 in., 2 in., 3 in. and a constant width to hole diameter ratio of 4. The composites tested were warp knits with AS4 fibers and 3501-6 resin. Test results show a small percent change of net strength with stitch location. However, due to the large scatter in data, the small 6% change in net strength is considered negligible.
An inexpensive apparatus was designed to simulate some features of on-the-fly thermal welding in heated-head tow placement. Previous studies have shown how ply/ply weld strength depends on weld time/temperature history. The apparatus has been modified recently to apply higher contact forces. Welding at pressures up to 1.7MPa (250psi) produced more consistent welds and fewer intra-ply voids, This has permitted a study of the conditions required for achieving the limiting ply/ply cohesive strength in simulated tow placement of a polyimide oligomer.
System studies have shown that large deployable aerodynamic decelerators such as the Adaptive Deployable Entry and Placement Technology (ADEPT) concept can revolutionize future robotic and human exploration missions involving atmospheric entry, descent and landing by significantly reducing the maximum heating rate, total heat load, and deceleration loads experienced by the spacecraft during entry [1-3]. ADEPT and the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) [4] share the approach of stowing the entry system in the shroud of the launch vehicle and deploying it to a much larger diameter prior to entry. The ADEPT concept provides a low ballistic coefficient for planetary entry by employing an umbrella-like deployable structure consisting of ribs, struts and a fabric cover that form an aerodynamic decelerator capable of undergoing hypersonic flight. The ADEPT "skin" is a 3-D woven carbon cloth that serves as a thermal protection system (TPS) and as a structural surface that transfers aerodynamic forces to the underlying ribs [5]. This paper focuses on design activities associated with integrating ADEPT components (cloth, ribs, struts and mechanisms) into a system that can function across all configurations and environments of a typical mission concept: stowed during launch, in-space deployment, entry, descent, parachute deployment and separation from the landing payload. The baseline structures and mechanisms were selected via trade studies conducted during the summer and fall of 2012. They are now being incorporated into the design of a ground test article (GTA) that will be fabricated in 2013. It will be used to evaluate retention of the stowed configuration in a launch environment, mechanism operation for release, deployment and locking, and static strength of the deployed decelerator. Of particular interest are the carbon cloth interfaces, underlying hot structure, (Advanced Carbon- Carbon ribs) and other structural components (nose cap, struts, and main body) designed to withstand the pressure and extremely high heating experienced during planetary entry.
LANDSAT imagery of the region were studied allowing the placement of the area of study in the regional geological context. A geological mapping of the 1.60.000 scale was done. A methodology was developed which consisted in a regional temperature mapping using trend surface analysis. Through the correlation of all these data, four different areas were localized with a high potential as thermomineral sources.
An elementary study of the placement of accelerometers when used as sensors in active flutter suppression systems is presented. The model analyzed is a two-dimensional typical section with various combinations of leading- and trailing-edge controllers. The relationship between the control surface placement and accelerometer placement is examined. The results for the numerical examples presented show that accelerometers must be on the same side of the center of gravity as the control surface or right half-plane transmission zeros will arise. The detrimental effects of the right half-plane zeros are discussed in the context of linear-quadratic-regulator plus loop-transfer-recovered observer designs.
In teleoperation, a typical application of stereo vision is to view a work space located short distances (1 to 3m) in front of the cameras. The work presented here treats converged camera placement and studies the effects of intercamera distance, camera-to-object viewing distance, and focal length of the camera lenses on both stereo depth resolution and stereo depth distortion. While viewing the fronto-parallel plane 1.4 m in front of the cameras, depth errors are measured on the order of 2cm. A geometric analysis was made of the distortion of the fronto-parallel plane of divergence for stereo TV viewing. The results of the analysis were then verified experimentally. The objective was to determine the optimal camera configuration which gave high stereo depth resolution while minimizing stereo depth distortion. It is found that for converged cameras at a fixed camera-to-object viewing distance, larger intercamera distances allow higher depth resolutions, but cause greater depth distortions. Thus with larger intercamera distances, operators will make greater depth errors (because of the greater distortions), but will be more certain that they are not errors (because of the higher resolution).
It is shown that code expanding optimizations have strong and non-intuitive implications on instruction cache design. Three types of code expanding optimizations are studied: instruction placement, function inline expansion, and superscalar optimizations. Overall, instruction placement reduces the miss ratio of small caches. Function inline expansion improves the performance for small cache sizes, but degrades the performance of medium caches. Superscalar optimizations increases the cache size required for a given miss ratio. On the other hand, they also increase the sequentiality of instruction access so that a simple load-forward scheme effectively cancels the negative effects. Overall, it is shown that with load forwarding, the three types of code expanding optimizations jointly improve the performance of small caches and have little effect on large caches.
An approach to aerodynamic configuration optimization is presented for the high-speed civil transport (HSCT). A method to parameterize the wing shape, fuselage shape and nacelle placement is described. Variable-complexity design strategies are used to combine conceptual and preliminary-level design approaches, both to preserve interdisciplinary design influences and to reduce computational expense. Conceptual-design-level (approximate) methods are used to estimate aircraft weight, supersonic wave drag and drag due to lift, and landing angle of attack. The drag due to lift, wave drag and landing angle of attack are also evaluated using more detailed, preliminary-design-level techniques. New, approximate methods for estimating supersonic wave drag and drag due to lift are described. The methodology is applied to the minimization of the gross weight of an HSCT that flies at Mach 2.4 with a range of 5500 n.mi. Results are presented for wing planform shape optimization and for combined wing and fuselage optimization with nacelle placement. Case studies include both all-metal wings and advanced composite wings.
This research project seeks to meet the objective of science training by developing, assessing, and validating virtual reality as a human anatomy training medium. In ideal situations, anatomic models, computer-based instruction, and cadaver dissection are utilized to augment the traditional methods of instruction. At many institutions, lack of financial resources limits anatomy instruction to textbooks and lectures. However, human anatomy is three dimensional, unlike the one dimensional depiction found in textbooks and the two dimensional depiction found on the computer. Virtual reality is a breakthrough technology that allows one to step through the computer screen into a three dimensional world. This technology offers many opportunities to enhance science education. Therefore, a virtual testing environment of the abdominopelvic region of a human cadaver was created to study the placement of body parts within the nine anatomical divisions of the abdominopelvic region and the four abdominal quadrants.
Devices for lifting and transporting payloads and material are critical for efficient Earth-based construction operations. Devices with similar functionality will be needed to support lunar-outpost construction, servicing, inspection, regolith excavation, grading and payload placement. Past studies have proposed that only a few carefully selected devices are required for a lunar outpost. One particular set of operations involves lifting and manipulating payloads in the 100 kg to 3,000 kg range, which are too large or massive to be handled by unassisted astronauts. This paper will review historical devices used for payload handling in space and on earth to derive a set of desirable features for a device that can be used on planetary surfaces. Next, an innovative concept for a lifting device is introduced, which includes many of the desirable features. The versatility of the device is discussed, including its application to lander unloading, servicing, inspection, regolith excavation and site preparation. Approximate rules, which can be used to size the device for specific payload mass and reach requirements, are provided. Finally, details of a test-bed implementation of the innovative concept, which will be used to validate the structural design and develop operational procedures, is provided.
No abstract available
In this study, a sub-scale advanced composite shell design is evaluated to determine its potential for use on a future aircraft fuselage. Two composite shells with the same nominal 8-ply [+/-45/+/-Theta](sub s) layup are evaluated, where Theta indicates a tow-steered ply. To build this shell, a fiber placement machine would be used to steer unidirectional prepreg tows as they are placed around the circumference of a 17-inch diameter right circular cylinder. The fiber orientation angle varies continuously from 10 degrees (with respect to the shell axis of revolution) at the crown, to 45 degrees on the side, and back to 10 degrees on the keel. All 24 tows are placed at each point on every fiber path in one structure designated as the shell with overlaps. The resulting pattern of tow overlaps causes the laminate thickness to vary between 8 and 16 plies. The second shell without tow overlaps uses the capability of the fiber placement machine to cut and add tows at any point along the fiber paths to fabricate a shell with a nearly uniform 8-ply laminate thickness. Issues encountered during the design and analysis of these shells are presented and discussed. Static stiffness and buckling loads of shells with tow-steered layups are compared with the performance of a baseline quasi-isotropic shell using both finite element analyses and classical strength of materials theory.
BACKGROUND: Temporary shunt placement can quickly restore perfusion after extremity arterial injury. This study examined the adequacy of limb blood flow with shunt use, non-heparin-bonded shunt patency over prolonged periods, and the safety of this technique. METHODS: Common iliac arteries were divided and 4.0-mm Silastic Sundt shunts placed in 16 anesthetized pigs. Eight (group I) had shunts placed immediately; eight others (group II) were shunted after an hour of limb ischemia and hemorrhagic shock. Physiologic parameters and femoral artery blood flow in both hindlimbs were continuously monitored. Limb lactic acid generation, oxygen utilization, and hematologic and metabolic effects were serially evaluated for 24 hours. RESULTS: Shunts remained patent in 13 of 16 pigs. Shunts thrombosed in two group I animals because of technical errors, but functioned well after thrombectomy and repositioning. Patency could not be maintained in one animal that died from shock. Flow in group I shunted limbs was 57 (+/-11 SD) % of control. For group II animals in shock, shunted limb flow initially averaged 46 +/- 15% of control, but 4 hours after shunt placement, the mean limb blood flow was the same as in group I. Increased oxygen extraction compensated for the lower flow. Lactic acid production was not increased in comparison to control limbs. CONCLUSION: Shunts provided adequate flow in this model of extremity trauma. Correctly placed shunts stayed patent for 24 hours, without anticoagulation, if shunt placement followed resuscitation.