Propulsion controlled aircraft computer

NASA Technical Reports Server (NTRS)

Cogan, Bruce R. (Inventor)

2010-01-01

A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

Preliminary Flight Results of a Fly-by-throttle Emergency Flight Control System on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies were followed by flight tests. The principles of throttles only control, the F-15 airplane, the augmented system, and the flight results including actual landings with throttles-only control are discussed.

Liquid-Propellant Rocket Engine Throttling: A Comprehensive Review

NASA Technical Reports Server (NTRS)

Casiano, Matthew; Hulka, James; Yang, Virog

2009-01-01

Liquid-Propellant Rocket Engines (LREs) are capable of on-command variable thrust or thrust modulation, an operability advantage that has been studied intermittently since the late 1930s. Throttleable LREs can be used for planetary entry and descent, space rendezvous, orbital maneuvering including orientation and stabilization in space, and hovering and hazard avoidance during planetary landing. Other applications have included control of aircraft rocket engines, limiting of vehicle acceleration or velocity using retrograde rockets, and ballistic missile defense trajectory control. Throttleable LREs can also continuously follow the most economical thrust curve in a given situation, compared to discrete throttling changes over a few select operating points. The effects of variable thrust on the mechanics and dynamics of an LRE as well as difficulties and issues surrounding the throttling process are important aspects of throttling behavior. This review provides a detailed survey of LRE throttling centered around engines from the United States. Several LRE throttling methods are discussed, including high-pressure-drop systems, dual-injector manifolds, gas injection, multiple chambers, pulse modulation, throat throttling, movable injector components, and hydrodynamically dissipative injectors. Concerns and issues surrounding each method are examined, and the advantages and shortcomings compared.

Closed-loop thrust and pressure profile throttling of a nitrous oxide/hydroxyl-terminated polybutadiene hybrid rocket motor

NASA Astrophysics Data System (ADS)

Peterson, Zachary W.

Hybrid motors that employ non-toxic, non-explosive components with a liquid oxidizer and a solid hydrocarbon fuel grain have inherently safe operating characteristics. The inherent safety of hybrid rocket motors offers the potential to greatly reduce overall operating costs. Another key advantage of hybrid rocket motors is the potential for in-flight shutdown, restart, and throttle by controlling the pressure drop between the oxidizer tank and the injector. This research designed, developed, and ground tested a closed-loop throttle controller for a hybrid rocket motor using nitrous oxide and hydroxyl-terminated polybutadiene as propellants. The research simultaneously developed closed-loop throttle algorithms and lab scale motor hardware to evaluate the fidelity of the throttle simulations and algorithms. Initial open-loop motor tests were performed to better classify system parameters and to validate motor performance values. Deep-throttle open-loop tests evaluated limits of stable thrust that can be achieved on the test hardware. Open-loop tests demonstrated the ability to throttle the motor to less than 10% of maximum thrust with little reduction in effective specific impulse and acoustical stability. Following the open-loop development, closed-loop, hardware-in-the-loop tests were performed. The closed-loop controller successfully tracked prescribed step and ramp command profiles with a high degree of fidelity. Steady-state accuracy was greatly improved over uncontrolled thrust.

Flight testing the digital electronic engine control in the F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.

1984-01-01

The digital electronic engine control (DEEC) is a full-authority digital engine control developed for the F100-PW-100 turbofan engine which was flight tested on an F-15 aircraft. The DEEC hardware and software throughout the F-15 flight envelope was evaluated. Real-time data reduction and data display systems were implemented. New test techniques and stronger coordination between the propulsion test engineer and pilot were developed which produced efficient use of test time, reduced pilot work load, and greatly improved quality data. The engine pressure ratio (EPR) control mode is demonstrated. It is found that the nonaugmented throttle transients and engine performance are satisfactory.

Preliminary flight test results of a fly-by-throttle emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. G.; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies have been followed by flight tests. This paper discusses the principles of throttles-only control, the F-15 airplane, the augmented system, and the flight results including landing approaches with throttles-only control to within 10 ft of the ground.

Flight evaluation of modifications to a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Myers, L. P.; Zeller, J. R.

1983-01-01

The third phase of a flight evaluation of a digital electronic engine control system in an F-15 has recently been completed. It was found that digital electronic engine control software logic changes and augmentor hardware improvements resulted in significant improvements in engine operation. For intermediate to maximum power throttle transients, an increase in altitude capability of up to 8000 ft was found, and for idle to maximum transients, an increase of up to 4000 ft was found. A nozzle instability noted in earlier flight testing was investigated on a test engine at NASA Lewis Research Center, a digital electronic engine control software logic change was developed and evaluated, and no instability occurred in the Phase 3 flight evaluation. The backup control airstart modification was evaluated, and gave an improvement of airstart capability by reducing the minimum airspeed for successful airstarts by 50 to 75 knots.

A Historical Systems Study of Liquid Rocket Engine Throttling Capabilities

NASA Technical Reports Server (NTRS)

Betts, Erin M.; Frederick, Robert A., Jr.

2010-01-01

This is a comprehensive systems study to examine and evaluate throttling capabilities of liquid rocket engines. The focus of this study is on engine components, and how the interactions of these components are considered for throttling applications. First, an assessment of space mission requirements is performed to determine what applications require engine throttling. A background on liquid rocket engine throttling is provided, along with the basic equations that are used to predict performance. Three engines are discussed that have successfully demonstrated throttling. Next, the engine system is broken down into components to discuss special considerations that need to be made for engine throttling. This study focuses on liquid rocket engines that have demonstrated operational capability on American space launch vehicles, starting with the Apollo vehicle engines and ending with current technology demonstrations. Both deep throttling and shallow throttling engines are discussed. Boost and sustainer engines have demonstrated throttling from 17% to 100% thrust, while upper stage and lunar lander engines have demonstrated throttling in excess of 10% to 100% thrust. The key difficulty in throttling liquid rocket engines is maintaining an adequate pressure drop across the injector, which is necessary to provide propellant atomization and mixing. For the combustion chamber, cooling can be an issue at low thrust levels. For turbomachinery, the primary considerations are to avoid cavitation, stall, surge, and to consider bearing leakage flows, rotordynamics, and structural dynamics. For valves, it is necessary to design valves and actuators that can achieve accurate flow control at all thrust levels. It is also important to assess the amount of nozzle flow separation that can be tolerated at low thrust levels for ground testing.

Self-tuning control algorithm design for vehicle adaptive cruise control system through real-time estimation of vehicle parameters and road grade

NASA Astrophysics Data System (ADS)

Marzbanrad, Javad; Tahbaz-zadeh Moghaddam, Iman

2016-09-01

The main purpose of this paper is to design a self-tuning control algorithm for an adaptive cruise control (ACC) system that can adapt its behaviour to variations of vehicle dynamics and uncertain road grade. To this aim, short-time linear quadratic form (STLQF) estimation technique is developed so as to track simultaneously the trend of the time-varying parameters of vehicle longitudinal dynamics with a small delay. These parameters are vehicle mass, road grade and aerodynamic drag-area coefficient. Next, the values of estimated parameters are used to tune the throttle and brake control inputs and to regulate the throttle/brake switching logic that governs the throttle and brake switching. The performance of the designed STLQF-based self-tuning control (STLQF-STC) algorithm for ACC system is compared with the conventional method based on fixed control structure regarding the speed/distance tracking control modes. Simulation results show that the proposed control algorithm improves the performance of throttle and brake controllers, providing more comfort while travelling, enhancing driving safety and giving a satisfactory performance in the presence of different payloads and road grade variations.

Engineering stategies and implications of using higher plants for throttling gas and water exchange in a controlled ecological life support system

NASA Technical Reports Server (NTRS)

Chamberland, Dennis; Wheeler, Raymond M.; Corey, Kenneth A.

1993-01-01

Engineering stategies for advanced life support systems to be used on Lunar and Mars bases involve a wide spectrum of approaches. These range from purely physical-chemical life support strategies to purely biological approaches. Within the context of biological based systems, a bioengineered system can be devised that would utilize the metabolic mechanisms of plants to control the rates of CO2 uptake and O2 evolution (photosynthesis) and water production (transpiration). Such a mechanism of external engineering control has become known as throttling. Research conducted at the John F. Kennedy Space Center's Controlled Ecological Life Support System Breadboard Project has demonstrated the potential of throttling these fluxes by changing environmental parameters affecting the plant processes. Among the more effective environmental throttles are: light and CO2 concentration for controllingthe rate of photsynthesis and humidity and CO2 concentration for controlling transpiration. Such a bioengineered strategy implies control mechanisms that in the past have not been widely attributed to life support systems involving biological components and suggests a broad range of applications in advanced life support system design.

Experimental study for the reproduction of sudden unintended acceleration incidents.

PubMed

Park, Sungji; Choi, Youngsuk; Choi, Woongchul

2016-10-01

A few cases of the sudden unintended acceleration have been reported over the last few years [1-11] and some of them seemed to be somewhat related to an electronic throttle control (ETC) system [11,12]. In this experimental study, efforts were made to reproduce the cases of sudden unintended acceleration possibly related to the ETC. Typically, an ETC of the engine is managed based on signals from airflow sensor, throttle position sensor and acceleration pedal sensor. With this typical sensor configuration in mind, these sensor signals were checked for noise levels. However, none of them showed any clear relationship with the sudden unintended acceleration mainly due to the robustness of the ETC logic software. As an alternative approach, supply voltage to an engine control unit (ECU) was tempered intentionally to observe any clues for the incidents. The observed results with the supply voltage drop and fluctuation tests were rather astonishing. The throttle valve position went all the way up to 100% for around one second when the battery voltage plunged down to 7V periodically despite that the acceleration pedal position was kept steady. As an effort to confirm the case, multiple tries were made systematically on a chassis dynamometer as well as on the test road. In this paper, detailed procedures and findings are reported accordingly. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.

Manual Throttles-Only Control Effectivity for Emergency Flight Control of Transport Aircraft

NASA Technical Reports Server (NTRS)

Stevens, Richard; Burcham, Frank W., Jr.

2009-01-01

If normal aircraft flight controls are lost, emergency flight control may be attempted using only the thrust of engines. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. One issue is whether a total loss of hydraulics (TLOH) leaves an airplane in a recoverable condition. Recoverability is a function of airspeed, altitude, flight phase, and configuration. If the airplane can be recovered, flight test and simulation results on several transport-class airplanes have shown that throttles-only control (TOC) is usually adequate to maintain up-and-away flight, but executing a safe landing is very difficult. There are favorable aircraft configurations, and also techniques that will improve recoverability and control and increase the chances of a survivable landing. The DHS and NASA have recently conducted a flight and simulator study to determine the effectivity of manual throttles-only control as a way to recover and safely land a range of transport airplanes. This paper discusses TLOH recoverability as a function of conditions, and TOC landability results for a range of transport airplanes, and some key techniques for flying with throttles and making a survivable landing. Airplanes evaluated include the B-747, B-767, B-777, B-757, A320, and B-737 airplanes.

Sequential variable fuel injection

DOE Office of Scientific and Technical Information (OSTI.GOV)

Weglarz, M.W.; Vincent, M.T.; Prestel, J.F.

This patent describes a fuel injection system for an engine of an automotive vehicle including cylinders, a spark plug for each of the cylinders, a distributor electrically connected to the spark plug, a throttle body having a throttle valve connected to the engine to allow or prevent air to the cylinders, a fuel source at least one fuel line connected to the fuel source, fuel injectors connected to the fuel line for delivering fuel to the cylinders, a sensor located near the distributor for sensing predetermined states of the distributor, and an electronic control unit (ECU) electrically connected to themore » sensor, distributor and fuel injectors. It comprises calculating a desired total injector on time for current engine conditions; calculating a variable injection time (VIT) and a turn on time based on the VIT; and firing the fuel injectors at the calculated turn on time for the calculated total injector on time.« less

Trust Control of VTOL Aircraft Part Deux

NASA Technical Reports Server (NTRS)

Dugan, Daniel C.

2014-01-01

Thrust control of Vertical Takeoff and Landing (VTOL) aircraft has always been a debatable issue. In most cases, it comes down to the fundamental question of throttle versus collective. Some aircraft used throttle(s), with a fore and aft longitudinal motion, some had collectives, some have used Thrust Levers where the protocol is still "Up is Up and Down is Down," and some have incorporated both throttles and collectives when designers did not want to deal with the Human Factors issues. There have even been combinations of throttles that incorporated an arc that have been met with varying degrees of success. A previous review was made of nineteen designs without attempting to judge the merits of the controller. Included in this paper are twelve designs entered in competition for the 1961 Tri-Service VTOL transport. Entries were from a Bell/Lockheed tiltduct, a North American tiltwing, a Vanguard liftfan, and even a Sikorsky tiltwing. Additional designs were submitted from Boeing Wichita (direct lift), Ling-Temco-Vought with its XC-142 tiltwing, Boeing Vertol's tiltwing, Mcdonnell's compound and tiltwing, and the Douglas turboduct and turboprop designs. A private party submitted a re-design of the Breguet 941 as a VTOL transport. It is important to document these 53 year-old designs to preserve a part of this country's aviation heritage.

Flight evaluation of a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Mackall, K. G.; Burcham, F. W., Jr.; Walter, W. A.

1982-01-01

Benefits provided by a full-authority digital engine control are related to improvements in engine efficiency, performance, and operations. An additional benefit is the capability of detecting and accommodating failures in real time and providing engine-health diagnostics. The digital electronic engine control (DEEC), is a full-authority digital engine control developed for the F100-PW-100 turbofan engine. The DEEC has been flight tested on an F-15 aircraft. The flight tests had the objective to evaluate the DEEC hardware and software over the F-15 flight envelope. A description is presented of the results of the flight tests, which consisted of nonaugmented and augmented throttle transients, airstarts, and backup control operations. The aircraft, engine, DEEC system, and data acquisition and reduction system are discussed.

The Evolution of Utilizing Manual Throttles to Avoid Excessively Low LH2 NPSP at the SSME Inlet

NASA Technical Reports Server (NTRS)

Henfling, Rick

2011-01-01

In the late 1970s, years before the Space Shuttle flew its maiden voyage, it was understood low liquid hydrogen (LH2) Net Positive Suction Pressure (NPSP) at the inlet to the Space Shuttle Main Engine (SSME) could have adverse effects on engine operation. A number of failures within both the External Tank (ET) and the Orbiter Main Propulsion System (MPS) could result in a low LH2 NPSP condition, which at extremely low levels can result in cavitation of SSME turbomachinery. Operational workarounds were developed to take advantage of the onboard crew s ability to manually throttle down the SSMEs (via the Pilot s Speedbrake/Throttle Controller), which alleviated the low LH2 NPSP condition. Manually throttling the SSME to a lower power level resulted in an increase in NPSP, mainly due to the reduction in frictional flow losses while at the lower throttle setting. Early in the Space Shuttle Program s history, the relevant Flight Rule for the Booster flight controllers in Mission Control did not distinguish between ET and Orbiter MPS failures and the same crew action was taken for both. However, after a review of all Booster operational techniques following the Challenger disaster in the late 1980s, it was determined manually throttling the SSME to a lower power was only effective for Orbiter MPS failures and the Flight Rule was updated to reflect this change. The Flight Rule and associated crew actions initially called for a single throttle step to minimum power level when a low threshold for NPSP was met. As engineers refined their understanding of the NPSP requirements for the SSME (through a robust testing program), the operational techniques evolved to take advantage of the additional capabilities. This paper will examine the evolution of the Flight rule and associated procedure and how increases in knowledge about the SSME and the Space Shuttle vehicle as a whole have helped shape their development. What once was a single throttle step when NPSP decreased to a certain threshold has now become three throttle steps, each occurring at a lower NPSP threshold. Additionally the procedure, which for early Space Shuttle missions required a Return-to-Launch-Site abort, now results in a nominal Main Engine Cut Off and no loss of mission objectives.

The Evolution of Utilizing Manual Throttling to Avoid Excessively Low LH2 NPSP at the SSME Inlet

NASA Technical Reports Server (NTRS)

Henfling, Rick

2010-01-01

In the late 1970s, years before the Space Shuttle flew its maiden voyage, it was understood low liquid hydrogen (LH2) Net Positive Suction Pressure (NPSP) at the inlet to the Space Shuttle Main Engine (SSME) could have adverse effects on engine operation. A number of failures within both the External Tank (ET) and the Orbiter Main Propulsion System (MPS) could result in a low LH2 NPSP condition, which at extremely low levels can result in cavitation of SSME turbomachinery. Operational workarounds were developed to take advantage of the onboard crew s ability to manually throttle down the SSMEs (via the Pilot s Speedbrake/Throttle Controller), which alleviated the low LH2 NPSP condition. Manually throttling the SSME to a lower power level resulted in an increase in NPSP, mainly due to the reduction in frictional flow losses while at the lower throttle setting. Early in the Space Shuttle Program s history, the relevant Flight Rule for the Booster flight controller in Mission Control did not distinguish between ET and Orbiter MPS failures and the same crew action was taken for both. However, after a review of all Booster operational techniques following the Challenger disaster in the late 1980s, it was determined manually throttling the SSME to a lower power was only effective for Orbiter MPS failures and the Flight Rule was updated to reflect this change. The Flight Rule and associated crew actions initially called for a single throttle step to minimum power level when a low threshold for NPSP was met. As engineers refined their understanding of the NPSP requirements for the SSME (through a robust testing program), the operational techniques evolved to take advantage of the additional capabilities. This paper will examine the evolution of the Flight rule and associated procedure and how increases in knowledge about the SSME and the Space Shuttle vehicle as a whole have helped shape their development. What once was a single throttle step when NPSP decreased to a certain low threshold has now become three throttle steps, each occurring at a lower NPSP threshold. Additionally the procedure, which for early Space Shuttle missions required a Return-to-Launch-Site abort, now results in a nominal Main Engine Cut Off and no loss of mission objectives.

Propulsion control experience used in the Highly Integrated Digital Electronic Control (HIDEC) program

NASA Technical Reports Server (NTRS)

Myers, L. P.; Burcham, F. W., Jr.

1984-01-01

The highly integrated digital electronic control (HIDEC) program will integrate the propulsion and flight control systems on an F-15 airplane at NASA Ames Research Center's Dryden Flight Research Facility. Ames-Dryden has conducted several propulsion control programs that have contributed to the HIDEC program. The digital electronic engine control (DEEC) flight evaluation investigated the performance and operability of the F100 engine equipped with a full-authority digital electronic control system. Investigations of nozzle instability, fault detection and accommodation, and augmentor transient capability provided important information for the HIDEC program. The F100 engine model derivative (EMD) was also flown in the F-15 airplane, and airplane performance was significantly improved. A throttle response problem was found and solved with a software fix to the control logic. For the HIDEC program, the F100 EMD engines equipped with DEEC controls will be integrated with the digital flight control system. The control modes to be implemented are an integrated flightpath management mode and an integrated adaptive engine control system mode. The engine control experience that will be used in the HIDEC program is discussed.

Quiet Clean Short-haul Experimental Engine (QCSEE) over-the-wing engine and control simulation results

NASA Technical Reports Server (NTRS)

1978-01-01

A hybrid-computer simulation of the over the wing turbofan engine was constructed to develop the dynamic design of the control. This engine and control system includes a full authority digital electronic control using compressor stator reset to achieve fast thrust response and a modified Kalman filter to correct for sensor failures. Fast thrust response for powered-lift operations and accurate, fast responding, steady state control of the engine is provided. Simulation results for throttle bursts from 62 to 100 percent takeoff thrust predict that the engine will accelerate from 62 to 95 percent takeoff thrust in one second.

Fuzzy Logic Decoupled Longitudinal Control for General Aviation Airplanes

NASA Technical Reports Server (NTRS)

Duerksen, Noel

1996-01-01

It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control difference airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control throttle position and another to control elevator position. These two controllers were used to control flight path angle and airspeed for both a piston powered single engine airplane simulation and a business jet simulation. Overspeed protection and stall protection were incorporated in the form of expert systems supervisors. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic longitudinal controller could be successfully used on two general aviation aircraft types that have very difference characteristics. These controllers worked for both airplanes over their entire flight envelopes including configuration changes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle lever travel, etc.). The controllers also handled configuration changes without mode switching or knowledge of the current configuration. This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.

Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Webb, Lannie Dean

1996-01-01

A propulsion-controlled aircraft (PCA) system for emergency flight control of aircraft with no flight controls was developed and flight tested on an F-15 aircraft at the NASA Dryden Flight Research Center. The airplane has been flown in a throttles-only manual mode and with an augmented system called PCA in which pilot thumbwheel commands and aircraft feedback parameters were used to drive the throttles. Results from a 36-flight evaluation showed that the PCA system can be used to safety land an airplane that has suffered a major flight control system failure. The PCA system was used to recover from a severe upset condition, descend, and land. Guest pilots have also evaluated the PCA system. This paper describes the principles of throttles-only flight control; a history of loss-of-control accidents; a description of the F-15 aircraft; the PCA system operation, simulation, and flight testing; and the pilot comments.

14 CFR 23.49 - Stalling period.

Code of Federal Regulations, 2011 CFR

2011-01-01

... on the stalling speed, with engine(s) idling and throttle(s) closed; (3) The propeller(s) in the... which the airplane is controllable with— (1) For reciprocating engine-powered airplanes, the engine(s... more than 110 percent of the stalling speed; (2) For turbine engine-powered airplanes, the propulsive...

Aircraft Control Using Engine Thrust: A History of Learning TOC Real-Time

NASA Technical Reports Server (NTRS)

Cole, Jennifer H.; Batteas, Frank; Fullerton, Gordon

2006-01-01

A history of learning the operation of Throttles Only Control (TOC) to control an aircraft in real time using engine thrust is shown. The topics include: 1) Past TOC Accidents/Incidents; 2) 1972: DC-10 American Airlines; 3) May 1974: USAF B-52H; 4) April 1975: USAF C-5A; 5) April 1975: USAF C-5A; 6) 1981: USAF B-52G; 7) August 1985: JAL 123 B-747; 8) JAL 123 Survivor Story; 9) JAL 123 Investigation Findings; 10) July 1989: UAL 232 DC-10; 11) UAL 232 DC-10; 12) Eastwind 517 B-737; 13) November 2003: DHL A-300; 14) Historically, TOC has saved lives; 15) Automated Throttles-Only Control; 16) PCA Project; 17) Propulsion-Controlled Aircraft; 18) MD-11 PCA System and Flight Test Envelope; 19) MD-11 Simulation, PCA ILS-Soupled Landing Dispersion; 20) Throttles-Only Pitch and Roll Control Power; 21) PCA in Commercial Fleet; 22) Fall 2005: PCAR Project; 23) PCAR Background - TOC; and 24) PCAR Background - TOC.

Man-vehicle systems research facility advanced aircraft flight simulator throttle mechanism

NASA Technical Reports Server (NTRS)

Kurasaki, S. S.; Vallotton, W. C.

1985-01-01

The Advanced Aircraft Flight Simulator is equipped with a motorized mechanism that simulates a two engine throttle control system that can be operated via a computer driven performance management system or manually by the pilots. The throttle control system incorporates features to simulate normal engine operations and thrust reverse and vary the force feel to meet a variety of research needs. While additional testing to integrate the work required is principally now in software design, since the mechanical aspects function correctly. The mechanism is an important part of the flight control system and provides the capability to conduct human factors research of flight crews with advanced aircraft systems under various flight conditions such as go arounds, coupled instrument flight rule approaches, normal and ground operations and emergencies that would or would not normally be experienced in actual flight.

Flight testing a propulsion-controlled aircraft emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Burken, John; Maine, Trindel A.

1994-01-01

Flight tests of a propulsion-controlled aircraft (PCA) system on an F-15 airplane have been conducted at the NASA Dryden Flight Research Center. The airplane was flown with all flight control surfaces locked both in the manual throttles-only mode and in an augmented system mode. In the latter mode, pilot thumbwheel commands and aircraft feedback parameters were used to position the throttles. Flight evaluation results showed that the PCA system can be used to land an airplane that has suffered a major flight control system failure safely. The PCA system was used to recover the F-15 airplane from a severe upset condition, descend, and land. Pilots from NASA, U.S. Air Force, U.S. Navy, and McDonnell Douglas Aerospace evaluated the PCA system and were favorably impressed with its capability. Manual throttles-only approaches were unsuccessful. This paper describes the PCA system operation and testing. It also presents flight test results and pilot comments.

Design and Study of a LOX/GH2 Throttleable Swirl Injector for Rocket Applications

NASA Technical Reports Server (NTRS)

Greene, Christopher; Woodward, Roger; Pal, Sibtosh; Santoro, Robert

2002-01-01

A LOX/GH2 swirl injector was designed for a 10:1 propellant throttling range. To accomplish this, a dual LOX manifold was used feeding a single common vortex chamber of the swirl element. Hot-fire experiments were conducted for rocket chamber pressures from 80 to 800 psia at a mixture ratio of nominally 6.0 using steady flow, single-point-per-firing cases as well as dynamic throttling conditions. Low frequency (mean) and high frequency (fluctuating) pressure transducer data, flow meter measurements, and Raman spectroscopy images for mixing information were obtained. The injector design, experimental setup, low frequency pressure data, and injector performance analysis are presented. C* efficiency was very high (approx. 100%) at the middle of the throttleable range with somewhat lower performance at the high and low ends. From the analysis of discreet steady state operating conditions, injector pressure drop was slightly higher than predicted with an inviscid analysis, but otherwise agreed well across the design throttling range. Dynamic throttling of this injector was attempted with marginal success due to the immaturity of the throttling control system. Although the targeted mixture ratio of 6.0 was not maintained throughout the dynamic throttling profile, the injector behaved well over the wide range of conditions.

Thaw flow control for liquid heat transport systems

DOEpatents

Kirpich, Aaron S.

1989-01-01

In a liquid metal heat transport system including a source of thaw heat for use in a space reactor power system, the thaw flow throttle or control comprises a fluid passage having forward and reverse flow sections and a partition having a plurality of bleed holes therein to enable fluid flow between the forward and reverse sections. The flow throttle is positioned in the system relatively far from the source of thaw heat.

Performance seeking control: Program overview and future directions

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B.; Orme, John S.

1993-01-01

A flight test evaluation of the performance-seeking control (PSC) algorithm on the NASA F-15 highly integrated digital electronic control research aircraft was conducted for single-engine operation at subsonic and supersonic speeds. The model-based PSC system was developed with three optimization modes: minimum fuel flow at constant thrust, minimum turbine temperature at constant thrust, and maximum thrust at maximum dry and full afterburner throttle settings. Subsonic and supersonic flight testing were conducted at the NASA Dryden Flight Research Facility covering the three PSC optimization modes and over the full throttle range. Flight results show substantial benefits. In the maximum thrust mode, thrust increased up to 15 percent at subsonic and 10 percent at supersonic flight conditions. The minimum fan turbine inlet temperature mode reduced temperatures by more than 100 F at high altitudes. The minimum fuel flow mode results decreased fuel consumption up to 2 percent in the subsonic regime and almost 10 percent supersonically. These results demonstrate that PSC technology can benefit the next generation of fighter or transport aircraft. NASA Dryden is developing an adaptive aircraft performance technology system that is measurement based and uses feedback to ensure optimality. This program will address the technical weaknesses identified in the PSC program and will increase performance gains.

Analysis and Evaluation of German Attainments and Research in the Liquid Rocket Engine Field. Volume 7. Thrust Control

DTIC Science & Technology

1951-01-01

by lowered cost, complexity, and flxed weight of the engine . An evaluation of the effect of throttling on specific impulse, as well as the way in... combustion chamber development. The throttling arrangement and the method of pump control are both closely with the design of the entire engine . As...the use of the rocket engine . For a complete coverage of these subjects, it is recommended that all volumes of this series be consulted

NASA B737 flight test results of the Total Energy Control System

NASA Technical Reports Server (NTRS)

Bruce, K. R.; Kelly, J. R.; Person, L. H., Jr.

1986-01-01

The Total Energy Control System was developed and tested in September 1985 during five flights on the NASA Langley Transport System Research Vehicle, a modified Boeing B737. In the system, the total kinetic and potential energy of the aircraft is controlled by the throttles, and the energy distribution is controlled by the elevator. A common inner loop is used for each mode of the autopilot, and all the control functions of a conventional pitch autopilot and autothrottle are integrated into a single generalized control concept, providing decoupled flightpath and maneuver control, and a coordinated throttle response for all maneuvers. No instabilities or design problems requiring gain adjustment in flight were found, and comparison with simulation results showed excellent path tracking.

Adaptive cruise control with stop&go function using the state-dependent nonlinear model predictive control approach.

PubMed

Shakouri, Payman; Ordys, Andrzej; Askari, Mohamad R

2012-09-01

In the design of adaptive cruise control (ACC) system two separate control loops - an outer loop to maintain the safe distance from the vehicle traveling in front and an inner loop to control the brake pedal and throttle opening position - are commonly used. In this paper a different approach is proposed in which a single control loop is utilized. The objective of the distance tracking is incorporated into the single nonlinear model predictive control (NMPC) by extending the original linear time invariant (LTI) models obtained by linearizing the nonlinear dynamic model of the vehicle. This is achieved by introducing the additional states corresponding to the relative distance between leading and following vehicles, and also the velocity of the leading vehicle. Control of the brake and throttle position is implemented by taking the state-dependent approach. The model demonstrates to be more effective in tracking the speed and distance by eliminating the necessity of switching between the two controllers. It also offers smooth variation in brake and throttle controlling signal which subsequently results in a more uniform acceleration of the vehicle. The results of proposed method are compared with other ACC systems using two separate control loops. Furthermore, an ACC simulation results using a stop&go scenario are shown, demonstrating a better fulfillment of the design requirements. Copyright © 2012 ISA. Published by Elsevier Ltd. All rights reserved.

Clog Retard of a Vortex Throttle Joule-Thomson Cryocooler: Further Experimental Verification

NASA Astrophysics Data System (ADS)

Maytal, B.-Z.

2010-04-01

The demand of high purity gas supply for Joule-Thomson cryocoolers and liquefiers is crucial in order to avoid plug formation at the delicate throttling device. A throttle which would tolerate higher level of contamination is greatly desirable for more reliable operation. The vortex throttle has such a potential. A series of vortex throttles were applied to a miniature Joule-Thomson cryocooler and tested with precisely contaminated coolant. The instantaneous flow rate and the mode of its decay indicate the rate and nature of plug formation. Each experiment was a simultaneous run of two cryocoolers in parallel at similar conditions: one with a traditional throttle of short hole, and the other one with the vortex throttle. The clog retard behavior of the vortex throttle was verified. It runs about 2.5 times longer than the traditional one, while being fed by water vapor contaminated nitrogen at the levels of 5 and 17 PPM. The contamination level by carbon dioxide was 80 PPM and exhibited a different behavior of clog formation. Its effect on the cryocooler temperature stability with the vortex throttle was quite minor.

Centrifugal Compressor Surge Controlled

NASA Technical Reports Server (NTRS)

Skoch, Gary J.

2003-01-01

It shows the variation in compressor mass flow with time as the mass flow is throttled to drive the compressor into surge. Surge begins where wide variations in mass flow occur. Air injection is then turned on to bring about a recovery from the initial surge condition and stabilize the compressor. The throttle is closed further until surge is again initiated. Air injection is increased to again recover from the surge condition and stabilize the compressor.

Results of a XIPS(copyrighted) 25-cm Thruster Discharge Cathode Wear Test

NASA Technical Reports Server (NTRS)

Polk, James E.; Goebel, Dan M.; Tighe, William

2009-01-01

The Xenon Ion Propulsion System (XIPS(c)) 25-cm thruster produced by L-3 Communications Electron Technologies, Inc. offers a number of potential benefits for planetary missions, including high efficiency and high Isp over a large power throttling range and availability from an active product line. The thruster is qualified for use on commercial communications satellites, which have requirements differing from those for typical planetary missions. In particular, deep space missions require longer service life over a broad range of throttling conditions. A XIPS (c) discharge cathode assembly was subjected to a long duration test to extend operating experience at the maximum power point and at throttled conditions unique to planetary mission applications. A total of 16079 hours were accumulated at conditions corresponding to the full power engine operating point at 4.2 kWe, an intermediate power point at 2.76 kWe and the minimum power point at 0.49 kWe. Minor performance losses and cathode keeper erosion were observed at the full power point, but there were no changes in performance and negligible erosion at the intermediate and minimum power points.

Ongoing Wear Test of a XIPS(c) 25-Centimeter Thruster Discharge Cathode

NASA Technical Reports Server (NTRS)

Polk, James E.; Goebel, Dan M.; Tighe, William

2008-01-01

The Xenon Ion Propulsion System (XIPS(c)) 25-cm thruster produced by L-3 Communications Electron Technologies, Inc. offers a number of potential benefits for planetary missions, including high efficiency and high Isp over a large power throttling range and availability from an active product line. The thruster is qualified for use on commercial communications satellites, which have requirements differing from those for typical planetary missions. In particular, deep space missions require longer service life over a broad range of throttling conditions. A XIPS(c) discharge cathode assembly is currently undergoing a long duration test to extend operating experience at the maximum power point and at throttled conditions unique to planetary mission applications. A total of 11080 hours have been accumulated at conditions corresponding to the full power engine operating point at 4.2 kWe and an intermediate power point at 2.76 kWe. Minor performance losses and cathode keeper erosion were observed at the full power point, but there were no changes in performance and negligible erosion at the intermediate power point.

CECE: Expanding the Envelope of Deep Throttling Technology in Liquid Oxygen/Liquid Hydrogen Rocket Engines for NASA Exploration Missions

NASA Technical Reports Server (NTRS)

Giuliano, Victor J.; Leonard, Timothy G.; Lyda, Randy T.; Kim, Tony S.

2010-01-01

As one of the first technology development programs awarded by NASA under the Vision for Space Exploration, the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic engine supporting ongoing trade studies for NASA s Lunar Lander descent stage. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the PWR RL10, to develop and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in high-energy, cryogenic, in-space propulsion. The testbed selected for the deep throttling demonstration phases of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. Four series of demonstrator engine tests have been successfully completed between April 2006 and April 2010, accumulating 7,436 seconds of hot fire time over 47 separate tests. While the first two test series explored low power combustion (chug) and system instabilities, the third test series investigated and was ultimately successful in demonstrating several mitigating technologies for these instabilities and achieved a stable throttling ratio of 13:1. The fourth test series significantly expanded the engine s operability envelope by successfully demonstrating a closed-loop control system and extensive transient modeling to enable lower power engine starting, faster throttle ramp rates, and mission-specific ignition testing. The final hot fire test demonstrated a chug-free, minimum power level of 5.9%, corresponding to an overall 17.6:1 throttling ratio achieved. In total, these tests have provided an early technology demonstration of an enabling cryogenic propulsion concept with invaluable system-level technology data acquisition toward design and development risk mitigation for future lander descent main engines.

Preliminary flight test results of the F100 EMD engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Burcham, F. W., Jr.

1984-01-01

A flight evaluation of the F100 Engine Model Derivative (EMD) is conducted. The F100 EMD is an advanced version of the F100 engine that powers the F15 and F16 airplanes. The F100 EMD features a bigger fan, higher temperature turbine, a Digital Electronic Engine Control system (DEEC), and a newly designed 16 segment afterburner, all of which results in a 15 to 20 percent increase in sea level thrust. The flight evaluations consist of investigation of performance (thrust, fuel flow, and airflow) and operability (transient response and airstart) in the F-15 airplane. The performance of the F100 EMD is excellent. Aircraft acceleration time to Mach 2.0 is reduced by 23 percent with two F100 EMD engines. Several anomalies are discovered in the operability evaluations. A software change to the DEEC improved the throttle, and subsequent Cooper Harper ratings of 3 to 4 are obtained. In the extreme upper left hand corner of the flight enveloped, compressor stalls occurr when the throttle is retarded to idle power. These stalls are not predicted by altitude facility tests or stability for the compressor.

Flight directors for STOl aircraft

NASA Technical Reports Server (NTRS)

Rabin, U. H.

1983-01-01

Flight director logic for flight path and airspeed control of a powered-lift STOL aircraft in the approach, transition, and landing configurations are developed. The methods for flight director design are investigated. The first method is based on the Optimal Control Model (OCM) of the pilot. The second method, proposed here, uses a fixed dynamic model of the pilot in a state space formulation similar to that of the OCM, and includes a pilot work-load metric. Several design examples are presented with various aircraft, sensor, and control configurations. These examples show the strong impact of throttle effectiveness on the performance and pilot work-load associated with manual control of powered-lift aircraft during approach. Improved performed and reduced pilot work-load can be achieved by using direct-lift-control to increase throttle effectiveness.

Highly integrated digital engine control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Haering, E. A., Jr.

1984-01-01

The Highly Integrated Digital Electronic Control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine/airframe control systems. This system is being used on the F-15 airplane. An integrated flightpath management mode and an integrated adaptive engine stall margin mode are implemented into the system. The adaptive stall margin mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the engine stall margin are continuously computed; the excess stall margin is used to uptrim the engine for more thrust. The integrated flightpath management mode optimizes the flightpath and throttle setting to reach a desired flight condition. The increase in thrust and the improvement in airplane performance is discussed.

Analysis on electronic control unit of continuously variable transmission

NASA Astrophysics Data System (ADS)

Cao, Shuanggui

Continuously variable transmission system can ensure that the engine work along the line of best fuel economy, improve fuel economy, save fuel and reduce harmful gas emissions. At the same time, continuously variable transmission allows the vehicle speed is more smooth and improves the ride comfort. Although the CVT technology has made great development, but there are many shortcomings in the CVT. The CVT system of ordinary vehicles now is still low efficiency, poor starting performance, low transmission power, and is not ideal controlling, high cost and other issues. Therefore, many scholars began to study some new type of continuously variable transmission. The transmission system with electronic systems control can achieve automatic control of power transmission, give full play to the characteristics of the engine to achieve optimal control of powertrain, so the vehicle is always traveling around the best condition. Electronic control unit is composed of the core processor, input and output circuit module and other auxiliary circuit module. Input module collects and process many signals sent by sensor and , such as throttle angle, brake signals, engine speed signal, speed signal of input and output shaft of transmission, manual shift signals, mode selection signals, gear position signal and the speed ratio signal, so as to provide its corresponding processing for the controller core.

Pilot-in-the-Loop Evaluation of a Yaw Rate to Throttle Feedback Control with Enhanced Engine Response

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Guo, Ten-Huei; Sowers, T. Shane; Chicatelli, Amy K.; Fulton, Christopher E.; May, Ryan D.; Owen, A. Karl

2012-01-01

This paper describes the implementation and evaluation of a yaw rate to throttle feedback system designed to replace a damaged rudder. It can act as a Dutch roll damper and as a means to facilitate pilot input for crosswind landings. Enhanced propulsion control modes were implemented to increase responsiveness and thrust level of the engine, which impact flight dynamics and performance. Piloted evaluations were performed to determine the capability of the engines to substitute for the rudder function under emergency conditions. The results showed that this type of implementation is beneficial, but the engines' capability to replace the rudder is limited.

Evaluation of the Rotational Throttle Interface for Converting Aircraft Utilizing the NASA Ames Vertical Motion Simulator

NASA Technical Reports Server (NTRS)

Rozovski, David; Theodore, Colin R.

2011-01-01

An experiment was conducted to compare a conventional helicopter Thrust Control Lever (TCL) to the Rotational Throttle Interface (RTI) for tiltrotor aircraft. The RTI is designed to adjust its orientation to match the angle of the tiltrotor s nacelles. The underlying principle behind the design is to increase pilot awareness of the vehicle s configuration state (i.e. nacelle angle). Four test pilots flew multiple runs on seven different experimental courses. Three predominant effects were discovered in the testing of the RTI: 1. Unintentional binding along the control axis resulted in difficulties with precision power setting, 2. Confusion in which way to move the throttle grip was present during RTI transition modes, and 3. Pilots were not able to distinguish small angle differences during RTI transition. In this experiment the pilots were able to successfully perform all of the required tasks with both inceptors although the handling qualities ratings were slightly worse for the RTI partly due to unforeseen deficiencies in the design. Pilots did however report improved understanding of nacelle movement during transitions with the RTI.

Investigation of piloting aids for manual control of hypersonic maneuvers

NASA Technical Reports Server (NTRS)

Raney, David L.; Phillips, Michael R.; Person, Lee H., Jr.

1995-01-01

An investigation of piloting aids designed to provide precise maneuver control for an air-breathing hypersonic vehicle is described. Stringent constraints and nonintuitive high-speed flight effects associated with maneuvering in the hypersonic regime raise the question of whether manual control of such a vehicle should even be considered. The objectives of this research were to determine the extent of manual control that is desirable for a vehicle maneuvering in this regime and to identify the form of aids that must be supplied to the pilot to make such control feasible. A piloted real-time motion-based simulation of a hypersonic vehicle concept was used for this study, and the investigation focused on a single representative cruise turn maneuver. Piloting aids, which consisted of an auto throttle, throttle director, autopilot, flight director, and two head-up display configurations, were developed and evaluated. Two longitudinal control response types consisting of a rate-command/attitude-hold system and a load factor-rate/load-factor-hold system were also compared. The complete set of piloting aids, which consisted of the autothrottle, throttle director, and flight director, improved the average Cooper-Harper flying qualities ratings from 8 to 2.6, even though identical inner-loop stability and control augmentation was provided in all cases. The flight director was determined to be the most critical of these aids, and the cruise turn maneuver was unachievable to adequate performance specifications in the absence of this flight director.

14. INTERIOR OF MAIN DECKNOTE LEVERS FROM CEILING CONTROLLED BY ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. INTERIOR OF MAIN DECK--NOTE LEVERS FROM CEILING CONTROLLED BY OPERATOR. LEFT HAND LEVER CONTROLLED THROTTLE, RIGHT HAND LEVER CONTROLLED SHOT GUN SWINGER. - Dredge CINCINNATI, Docked on Ohio River at foot of Lighthill Street, Pittsburgh, Allegheny County, PA

Parametric Analysis of Energy Consumption in Army Buildings by the Building Loads Analysis and System Thermodynamics (BLAST) Computer Program.

DTIC Science & Technology

1980-08-01

orientation, and HVAC systems have on three Army buildings in five different climatic regions. f Optimization of EnerV Usage in Military Facilities...The clinic’s environment is maintained by a multizone air-handling unit served by its own boiler and chiller . The building was modeled with 30... setpoints for the space temperature. This type of throttling range allows the heating system to control around a throttling range of 67 to 69oF (19 to 200

Highly integrated digital engine control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Haering, E. A., Jr.

1984-01-01

The highly integrated digital electronic control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine-airframe control systems. This system is being used on the F-15 airplane at the Dryden Flight Research Facility of NASA Ames Research Center. An integrated flightpath management mode and an integrated adaptive engine stall margin mode are being implemented into the system. The adaptive stall margin mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the engine stall margin are continuously computed; the excess stall margin is used to uptrim the engine for more thrust. The integrated flightpath management mode optimizes the flightpath and throttle setting to reach a desired flight condition. The increase in thrust and the improvement in airplane performance is discussed in this paper.

49 CFR 571.124 - Standard No. 124; Accelerator control systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

.... S3. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks... electric motors, the words throttle and idle refer to the motor speed controller and motor shutdown...

49 CFR 571.124 - Standard No. 124; Accelerator control systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

.... S3. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks... electric motors, the words throttle and idle refer to the motor speed controller and motor shutdown...

49 CFR 571.124 - Standard No. 124; Accelerator control systems.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... S3. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks... electric motors, the words throttle and idle refer to the motor speed controller and motor shutdown...

49 CFR 571.124 - Standard No. 124; Accelerator control systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

.... S3. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks... electric motors, the words throttle and idle refer to the motor speed controller and motor shutdown...

Pilot-in-the-Loop Analysis of Propulsive-Only Flight Control Systems

NASA Technical Reports Server (NTRS)

Chou, Hwei-Lan; Biezad, Daniel J.

1996-01-01

Longitudinal control system architectures are presented which directly couple flight stick motions to throttle commands for a multi-engine aircraft. This coupling enables positive attitude control with complete failure of the flight control system. The architectures chosen vary from simple feedback gains to classical lead-lag compensators with and without prefilters. Each architecture is reviewed for its appropriateness for piloted flight. The control systems are then analyzed with pilot-in-the-loop metrics related to bandwidth required for landing. Results indicate that current and proposed bandwidth requirements should be modified for throttles only flight control. Pilot ratings consistently showed better ratings than predicted by analysis. Recommendations are made for more robust design and implementation. The use of Quantitative Feedback Theory for compensator design is discussed. Although simple and effective augmented control can be achieved in a wide variety of failed configurations, a few configuration characteristics are dominant for pilot-in-the-loop control. These characteristics will be tested in a simulator study involving failed flight controls for a multi-engine aircraft.

Experimental and analytical investigation of a modified ring cusp NSTAR engine

NASA Technical Reports Server (NTRS)

Sengupta, Anita

2005-01-01

A series of experimental measurements on a modified laboratory NSTAR engine were used to validate a zero dimensional analytical discharge performance model of a ring cusp ion thruster. The model predicts the discharge performance of a ring cusp NSTAR thruster as a function the magnetic field configuration, thruster geometry, and throttle level. Analytical formalisms for electron and ion confinement are used to predict the ionization efficiency for a given thruster design. Explicit determination of discharge loss and volume averaged plasma parameters are also obtained. The model was used to predict the performance of the nominal and modified three and four ring cusp 30-cm ion thruster configurations operating at the full power (2.3 kW) NSTAR throttle level. Experimental measurements of the modified engine configuration discharge loss compare well with the predicted value for propellant utilizations from 80 to 95%. The theory, as validated by experiment, indicates that increasing the magnetic strength of the minimum closed reduces maxwellian electron diffusion and electrostatically confines the ion population and subsequent loss to the anode wall. The theory also indicates that increasing the cusp strength and minimizing the cusp area improves primary electron confinement increasing the probability of an ionization collision prior to loss at the cusp.

Aircraft symmetric flight optimization. [gradient techniques for supersonic aircraft control

NASA Technical Reports Server (NTRS)

Falco, M.; Kelley, H. J.

1973-01-01

Review of the development of gradient techniques and their application to aircraft optimal performance computations in the vertical plane of flight. Results obtained using the method of gradients are presented for attitude- and throttle-control programs which extremize the fuel, range, and time performance indices subject to various trajectory and control constraints, including boundedness of engine throttle control. A penalty function treatment of state inequality constraints which generally appear in aircraft performance problems is outlined. Numerical results for maximum-range, minimum-fuel, and minimum-time climb paths for a hypothetical supersonic turbojet interceptor are presented and discussed. In addition, minimum-fuel climb paths subject to various levels of ground overpressure intensity constraint are indicated for a representative supersonic transport. A variant of the Gel'fand-Tsetlin 'method of ravines' is reviewed, and two possibilities for further development of continuous gradient processes are cited - namely, a projection version of conjugate gradients and a curvilinear search.

Numerical Simulations of the XR-5 Hall Thruster for Life Assessment at Different Operating Conditions

NASA Technical Reports Server (NTRS)

Lopez Ortega, Alejandro; Jorns, Benjamin A.; Mikellides, Ioannis G.; Hofer, Richard R.

2015-01-01

NASA's Jet Propulsion Laboratory has been investigating the applicability of Aerojet Rocketdyne's XR-5 thruster, a 4.5 kW class Hall thruster, for deep-space missions. Major considerations for qualifying the XR-5 for deep-space missions are demonstration of a wide throttling envelope and a usable life capability in excess of 10,000 h. Numerical simulations with the 2-D axisymmetric code Hall2De are employed to inform the qualification process by assessing erosion rates at the thruster surfaces in a wide range of throttling conditions without the need for conducting costly endurance testing. In previous work at JPL by Jorns et al., the anomalous collision frequency distribution for 11 different throttling conditions of the XR-5 spanning 0.3-4.5 kW were identified based on probe measurements of the electron temperature in the near plume region. In this paper, we provide estimates for the erosion rates at the channel walls and pole covers for the same 11 conditions. Uncertainties in the plasma measurements and in the anomalous collision frequency distribution are addressed by determining upper and lower bounds of the erosion rates. Results suggest that erosion of the walls only occurs in the last 5% of the acceleration channel and the rate of such erosion decreases as the geometry of the thruster changes in time due to magnetic shielding. A quasi-zero-erosion state is eventually achieved in all the examined throttling conditions. Examination of the results for pole surface erosion and estimated cathode life indicates that the XR-5 propellant throughput capability will exceed 700 kg, which provides 50% margin over the usable throughput capability of 466 kg as already demonstrated in wear testing.

NASA B737 flight test results of the total energy control system

NASA Technical Reports Server (NTRS)

Bruce, Kevin R.

1987-01-01

The Total Energy Control System (TECS) is an integrated autopilot/autothrottle developed by BCAC that was test flown on NASA Langley's Transport System Research Vehicle (i.e., a highly modified Boeing B737). This systems was developed using principles of total energy in which the total kinetic and potential energy of the airplane was controlled by the throttles, and the energy distribution controled by the elevator. TECS integrates all the control functions of a conventional pitch autopilot and autothrottle into a single generalized control concept. This integration provides decoupled flightpath and maneuver control, as well as a coordinated throttle response for all maneuvers. A mode hierarchy was established to preclude exceeding airplane safety and performance limits. The flight test of TECS took place as a series of five flights over a 33-week period during September 1985 at NASA Langley. Most of the original flight test plan was completed within the first three flights with the system not exhibiting any instabilities or design problems that required any gain adjustment during flight.

Pressure oscillations occurring in a centrifugal compressor system with and without passive and active surge control

DOE Office of Scientific and Technical Information (OSTI.GOV)

Jungowski, W.M.; Weiss, M.H.; Price, G.R.

1996-01-01

A study of pressure oscillations occurring in small centrifugal compressor systems without a plenum is presented. Active and passive surge control were investigated theoretically and experimentally for systems with various inlet and discharge piping configurations. The determination of static and dynamic stability criteria was based on Greitzer`s (1981) lumped parameter model modified to accommodate capacitance of the piping. Experimentally, passive control using globe valves closely coupled to the compressor prevented the occurrence of surge even with the flow reduced to zero. Active control with a sleeve valve located at the compressor was effective but involved a significant component of passivemore » throttling which reduced the compressor efficiency. With an oscillator connected to a short side branch at the compressor, effective active control was achieved without throttling. Both methods of active control reduced the flow rate at surge onset by about 30%. In general, the experiments qualitatively confirmed the derived stability criteria.« less

A Retro-Fit Control Architecture to Maintain Engine Performance With Usage

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Sowers, T. Shane; Garg, Sanjay

2007-01-01

An outer loop retrofit engine control architecture is presented which modifies fan speed command to obtain a desired thrust based on throttle position. This maintains the throttle-to-thrust relationship in the presence of engine degradation, which has the effect of changing the engine s thrust output for a given fan speed. Such an approach can minimize thrust asymmetry in multi-engine aircraft, and reduce pilot workload. The outer loop control is demonstrated under various levels of engine deterioration using a standard deterioration profile as well as an atypical profile. It is evaluated across various transients covering a wide operating range. The modified fan speed command still utilizes the standard engine control logic so all original life and operability limits remain in place. In all cases it is shown that with the outer loop thrust control in place, the deteriorated engine is able to match the thrust performance of a new engine up to the limits the controller will allow.

46 CFR 113.35-17 - Vessels with navigating bridge control.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 4 2011-10-01 2011-10-01 false Vessels with navigating bridge control. 113.35-17... bridge control. Each vessel with navigating bridge throttle control must have a positive mechanical stop on each telegraph transmitter that prevents movement to the “Navigating Bridge Control” position...

46 CFR 113.35-17 - Vessels with navigating bridge control.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 4 2012-10-01 2012-10-01 false Vessels with navigating bridge control. 113.35-17 Section 113.35-17 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) ELECTRICAL ENGINEERING... bridge control. Each vessel with navigating bridge throttle control must have a positive mechanical stop...

46 CFR 113.35-17 - Vessels with navigating bridge control.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 4 2013-10-01 2013-10-01 false Vessels with navigating bridge control. 113.35-17 Section 113.35-17 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) ELECTRICAL ENGINEERING... bridge control. Each vessel with navigating bridge throttle control must have a positive mechanical stop...

46 CFR 113.35-17 - Vessels with navigating bridge control.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 4 2014-10-01 2014-10-01 false Vessels with navigating bridge control. 113.35-17 Section 113.35-17 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) ELECTRICAL ENGINEERING... bridge control. Each vessel with navigating bridge throttle control must have a positive mechanical stop...

46 CFR 113.35-17 - Vessels with navigating bridge control.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 4 2010-10-01 2010-10-01 false Vessels with navigating bridge control. 113.35-17... bridge control. Each vessel with navigating bridge throttle control must have a positive mechanical stop on each telegraph transmitter that prevents movement to the “Navigating Bridge Control” position...

Continuous pressure letdown system

DOEpatents

Sprouse, Kenneth M.; Matthews, David R.; Langowski, Terry

2010-06-08

A continuous pressure letdown system connected to a hopper decreases a pressure of a 2-phase (gas and solid) dusty gas stream flowing through the system. The system includes a discharge line for receiving the dusty gas from the hopper, a valve, a cascade nozzle assembly positioned downstream of the discharge line, a purge ring, an inert gas supply connected to the purge ring, an inert gas throttle, and a filter. The valve connects the hopper to the discharge line and controls introduction of the dusty gas stream into the discharge line. The purge ring is connected between the discharge line and the cascade nozzle assembly. The inert gas throttle controls a flow rate of an inert gas into the cascade nozzle assembly. The filter is connected downstream of the cascade nozzle assembly.

A concept for adaptive performance optimization on commercial transport aircraft

NASA Technical Reports Server (NTRS)

Jackson, Michael R.; Enns, Dale F.

1995-01-01

An adaptive control method is presented for the minimization of drag during flight for transport aircraft. The minimization of drag is achieved by taking advantage of the redundant control capability available in the pitch axis, with the horizontal tail used as the primary surface and symmetric deflection of the ailerons and cruise flaps used as additional controls. The additional control surfaces are excited with sinusoidal signals, while the altitude and velocity loops are closed with guidance and control laws. A model of the throttle response as a function of the additional control surfaces is formulated and the parameters in the model are estimated from the sensor measurements using a least squares estimation method. The estimated model is used to determine the minimum drag positions of the control surfaces. The method is presented for the optimization of one and two additional control surfaces. The adaptive control method is extended to optimize rate of climb with the throttle fixed. Simulations that include realistic disturbances are presented, as well as the results of a Monte Carlo simulation analysis that shows the effects of changing the disturbance environment and the excitation signal parameters.

Automatic Energy Schemes for High Performance Applications

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sundriyal, Vaibhav

Although high-performance computing traditionally focuses on the efficient execution of large-scale applications, both energy and power have become critical concerns when approaching exascale. Drastic increases in the power consumption of supercomputers affect significantly their operating costs and failure rates. In modern microprocessor architectures, equipped with dynamic voltage and frequency scaling (DVFS) and CPU clock modulation (throttling), the power consumption may be controlled in software. Additionally, network interconnect, such as Infiniband, may be exploited to maximize energy savings while the application performance loss and frequency switching overheads must be carefully balanced. This work first studies two important collective communication operations, all-to-allmore » and allgather and proposes energy saving strategies on the per-call basis. Next, it targets point-to-point communications to group them into phases and apply frequency scaling to them to save energy by exploiting the architectural and communication stalls. Finally, it proposes an automatic runtime system which combines both collective and point-to-point communications into phases, and applies throttling to them apart from DVFS to maximize energy savings. The experimental results are presented for NAS parallel benchmark problems as well as for the realistic parallel electronic structure calculations performed by the widely used quantum chemistry package GAMESS. Close to the maximum energy savings were obtained with a substantially low performance loss on the given platform.« less

Generator voltage stabilisation for series-hybrid electric vehicles.

PubMed

Stewart, P; Gladwin, D; Stewart, J; Cowley, R

2008-04-01

This paper presents a controller for use in speed control of an internal combustion engine for series-hybrid electric vehicle applications. Particular reference is made to the stability of the rectified DC link voltage under load disturbance. In the system under consideration, the primary power source is a four-cylinder normally aspirated gasoline internal combustion engine, which is mechanically coupled to a three-phase permanent magnet AC generator. The generated AC voltage is subsequently rectified to supply a lead-acid battery, and permanent magnet traction motors via three-phase full bridge power electronic inverters. Two complementary performance objectives exist. Firstly to maintain the internal combustion engine at its optimal operating point, and secondly to supply a stable 42 V supply to the traction drive inverters. Achievement of these goals minimises the transient energy storage requirements at the DC link, with a consequent reduction in both weight and cost. These objectives imply constant velocity operation of the internal combustion engine under external load disturbances and changes in both operating conditions and vehicle speed set-points. An electronically operated throttle allows closed loop engine velocity control. System time delays and nonlinearities render closed loop control design extremely problematic. A model-based controller is designed and shown to be effective in controlling the DC link voltage, resulting in the well-conditioned operation of the hybrid vehicle.

Performance documentation of the engineering model 30-cm diameter thruster

NASA Technical Reports Server (NTRS)

Bechtel, R. T.; Rawlin, V. K.

1976-01-01

The results of extensive testing of two 30-cm ion thrusters which are virtually identical to the 900 series Engineering Model Thruster in an ongoing 15,000-hour life test are presented. Performance data for the nominal fullpower (2650 W) operating point; performance sensitivities to discharge voltage, discharge losses, accelerator voltage, and magnetic baffle current; and several power throttling techniques (maximum Isp, maximum thrust/power ratio, and two cases in between are included). Criteria for throttling are specified in terms of the screen power supply envelope, thruster operating limits, and control stability. In addition, reduced requirements for successful high voltage recycles are presented.

NASA Orbit Transfer Rocket Engine Technology Program

NASA Technical Reports Server (NTRS)

1984-01-01

The advanced expander cycle engine with a 15,000 lb thrust level and a 6:1 mixture ratio and optimized performance was used as the baseline for a design study of the hydrogen/oxgyen propulsion system for the orbit transfer vehicle. The critical components of this engine are the thrust chamber, the turbomachinery, the extendible nozzle system, and the engine throttling system. Turbomachinery technology is examined for gears, bearing, seals, and rapid solidification rate turbopump shafts. Continuous throttling concepts are discussed. Components of the OTV engine described include the thrust chamber/nozzle assembly design, nozzles, the hydrogen regenerator, the gaseous oxygen heat exchanger, turbopumps, and the engine control valves.

ION SOURCE FOR A CALUTRON

DOEpatents

Lofgren, E.J.

1959-04-14

This patcnt relates to calutron devices and deals particularly with the mechanism used to produce the beam of ions wherein a charge material which is a vapor at room temperature is used. A charge container located outside the tank is connected through several conduits to various points along the arc chamber of the ion source. In addition, the rate of flow of the vapor to the arc chamber is controlled by a throttle valve in each conduit. By this arrangement the arc can be regulated accurately and without appreciable time lag, inasmuch as the rate of vapor flow is immediately responsive to the manipulation of the throttle valves.

49 CFR 571.123 - Standard No. 123; Motorcycle controls and displays.

Code of Federal Regulations, 2013 CFR

2013-10-01

...'s right hand from the throttle. Each control located on a left handlebar shall be operable by the operator's left hand throughout its full range without removal of the operator's left hand from the... rear brake control, the control shall be located on the left handlebar. If a scooter with an automatic...

49 CFR 571.123 - Standard No. 123; Motorcycle controls and displays.

Code of Federal Regulations, 2011 CFR

2011-10-01

...'s right hand from the throttle. Each control located on a left handlebar shall be operable by the operator's left hand throughout its full range without removal of the operator's left hand from the... rear brake control, the control shall be located on the left handlebar. If a scooter with an automatic...

49 CFR 571.123 - Standard No. 123; Motorcycle controls and displays.

Code of Federal Regulations, 2012 CFR

2012-10-01

...'s right hand from the throttle. Each control located on a left handlebar shall be operable by the operator's left hand throughout its full range without removal of the operator's left hand from the... rear brake control, the control shall be located on the left handlebar. If a scooter with an automatic...

49 CFR 571.123 - Standard No. 123; Motorcycle controls and displays.

Code of Federal Regulations, 2014 CFR

2014-10-01

...'s right hand from the throttle. Each control located on a left handlebar shall be operable by the operator's left hand throughout its full range without removal of the operator's left hand from the... rear brake control, the control shall be located on the left handlebar. If a scooter with an automatic...

Translation Optics for 30 cm Ion Engine Thrust Vector Control

NASA Technical Reports Server (NTRS)

Haag, Thomas

2002-01-01

Data were obtained from a 30 cm xenon ion thruster in which the accelerator grid was translated in the radial plane. The thruster was operated at three different throttle power levels, and the accelerator grid was incrementally translated in the X, Y, and azimuthal directions. Plume data was obtained downstream from the thruster using a Faraday probe mounted to a positioning system. Successive probe sweeps revealed variations in the plume direction. Thruster perveance, electron backstreaming limit, accelerator current, and plume deflection angle were taken at each power level, and for each accelerator grid position. Results showed that the thruster plume could easily be deflected up to six degrees without a prohibitive increase in accelerator impingement current. Results were similar in both X and Y direction.

An evaluation of automatic control system concepts for general aviation airplanes

NASA Technical Reports Server (NTRS)

Stewart, E. C.; Ragsdale, W. A.; Wunschel, A. J.

1988-01-01

A piloted simulation study of automatic longitudinal control systems for general aviation airplanes has been conducted. These automatic control systems were designed to make the simulated airplane easy to fly for a beginning or infrequent pilot. Different control systems are presented and their characteristics are documented. In a conventional airplane control system each cockpit controller commands combinations of both the airspeed and the vertical speed. The best system in the present study decoupled the airspeed and vertical speed responses to cockpit throttle inputs. That is, the cockpit throttle lever commanded only airspeed responses, and the longitudinal wheel position commanded only vertical speed responses. This system significantly reduced the pilot workload throughout an entire mission of the airplane from takeoff to landing. An important feature of the automatic system was that neither changing flap position nor maneuvering in steeply banked turns affected either the airspeed or the vertical speed. All the pilots who flew the control system simulation were favorably impressed with the very low workload and the excellent handling qualities of the simulated airplane.

Combustion mode switching with a turbocharged/supercharged engine

DOEpatents

Mond, Alan; Jiang, Li

2015-09-22

A method for switching between low- and high-dilution combustion modes in an internal combustion engine having an intake passage with an exhaust-driven turbocharger, a crankshaft-driven positive displacement supercharger downstream of the turbocharger and having variable boost controllable with a supercharger bypass valve, and a throttle valve downstream of the supercharger. The current combustion mode and mass air flow are determined. A switch to the target combustion mode is commanded when an operating condition falls within a range of predetermined operating conditions. A target mass air flow to achieve a target air-fuel ratio corresponding to the current operating condition and the target combustion mode is determined. The degree of opening of the supercharger bypass valve and the throttle valve are controlled to achieve the target mass air flow. The amount of residual exhaust gas is manipulated.

Virtual engine management simulator for educational purposes

NASA Astrophysics Data System (ADS)

Drosescu, R.

2017-10-01

This simulator was conceived as a software program capable of generating complex control signals, identical to those in the electronic management systems of modern spark ignition or diesel engines. Speed in rpm and engine load percentage defined by throttle opening angle represent the input variables in the simulation program and are graphically entered by two-meter instruments from the simulator central block diagram. The output signals are divided into four categories: synchronization and position of each cylinder, spark pulses for spark ignition engines, injection pulses and, signals for generating the knock window for each cylinder in the case of a spark ignition engine. The simulation program runs in real-time so each signal evolution reflects the real behavior on a physically thermal engine. In this way, the generated signals (ignition or injection pulses) can be used with additionally drivers to control an engine on the test bench.

Flight Mechanics and Control Requirements for a Modular Solar Electric Tug Operating in Earth-Moon Space

NASA Astrophysics Data System (ADS)

Woodcock, Gordon; Wingo, Dennis

2006-01-01

A modular design for a solar-electric tug was analyzed to establish flight control requirements and methods. Thrusters are distributed around the periphery of the solar array. This design enables modules to be berthed together to create a larger system from smaller modules. It requires a different flight mode than traditional design and a different thrust direction scheme, to achieve net thrust in the desired direction, observe thruster pointing constraints that avoid plume impingement on the tug, and balance moments. The array is perpendicular to the Sun vector for maximum electric power. The tug may maintain a constant inertial attitude or rotate around the Sun vector once per orbit. Either non-rotating or constant angular velocity rotation offers advantages over the conventional flight mode, which has highly variable roll rates. The baseline single module has 12 thrusters: two 2-axis gimbaling main thrusters, one at each ``end'', and two back-to-back Z axis thrusters at each corner of the array. Thruster pointing and throttling were optimized to maximize net thrust effectiveness while observing constraints. Control design used a spread sheet with Excel Solver to calculate nominal thruster pointing and throttling. These results are used to create lookup tables. A conventional control system generates a thruster pointing and throttling overlay on the nominals to maintain active attitude control. Gravity gradients can cause major attitude perturbations during occultation periods if thrust is off during these periods. Thrust required to maintain attitude is about 4% of system rated power. This amount of power can be delivered by a battery system, avoiding the performance penalty if chemical propulsion thrusters were used to maintain attitude.

Cold Flow Testing for Liquid Propellant Rocket Injector Scaling and Throttling

NASA Technical Reports Server (NTRS)

Kenny, Jeremy R.; Moser, Marlow D.; Hulka, James; Jones, Gregg

2006-01-01

Scaling and throttling of combustion devices are important capabilities to demonstrate in development of liquid rocket engines for NASA's Space Exploration Mission. Scaling provides the ability to design new injectors and injection elements with predictable performance on the basis of test experience with existing injectors and elements, and could be a key aspect of future development programs. Throttling is the reduction of thrust with fixed designs and is a critical requirement in lunar and other planetary landing missions. A task in the Constellation University Institutes Program (CUIP) has been designed to evaluate spray characteristics when liquid propellant rocket engine injectors are scaled and throttled. The specific objectives of the present study are to characterize injection and primary atomization using cold flow simulations of the reacting sprays. These simulations can provide relevant information because the injection and primary atomization are believed to be the spray processes least affected by the propellant reaction. Cold flow studies also provide acceptable test conditions for a university environment. Three geometric scales - 1/4- scale, 1/2-scale, and full-scale - of two different injector element types - swirl coaxial and shear coaxial - will be designed, fabricated, and tested. A literature review is currently being conducted to revisit and compile the previous scaling documentation. Because it is simple to perform, throttling will also be examined in the present work by measuring primary atomization characteristics as the mass flow rate and pressure drop of the six injector element concepts are reduced, with corresponding changes in chamber backpressure. Simulants will include water and gaseous nitrogen, and an optically accessible chamber will be used for visual and laser-based diagnostics. The chamber will include curtain flow capability to repress recirculation, and additional gas injection to provide independent control of the backpressure. This paper provides a short review of the appropriate literature, as well as descriptions of plans for experimental hardware, test chamber instrumentation, diagnostics, and testing.

Development Status of the CECE Cryogenic Deep Throttling Demonstrator Engine

NASA Technical Reports Server (NTRS)

2008-01-01

As one of the first technology development programs awarded by NASA under the U.S. Space Exploration Policy (USSEP), the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic engine supporting ongoing trade studies for NASA's Lunar Lander descent stage. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the PWR RLI0, to develop and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in a high-energy, cryogenic engine. The testbed selected for the deep throttling demonstration phases of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. Two series of demonstrator engine tests, the first in April-May 2006 and the second in March-April 2007, have demonstrated in excess of 10:1 throttling of the hydrogen/oxygen expander cycle engine. Both test series have explored a combustion instability ("chug") environment at low throttled power levels. These tests have provided an early demonstration of an enabling cryogenic propulsion concept with invaluable system-level technology data acquisition toward design and development risk mitigation for future CECE Demonstrator engine tests.

Adaptive Control of Small Outboard-Powered Boats for Survey Applications

NASA Technical Reports Server (NTRS)

VanZwieten, T.S.; VanZwieten, J.H.; Fisher, A.D.

2009-01-01

Four autopilot controllers have been developed in this work that can both hold a desired heading and follow a straight line. These PID, adaptive PID, neuro-adaptive, and adaptive augmenting control algorithms have all been implemented into a numerical simulation of a 33-foot center console vessel with wind, waves, and current disturbances acting in the perpendicular (across-track) direction of the boat s desired trajectory. Each controller is tested for its ability to follow a desired heading in the presence of these disturbances and then to follow a straight line at two different throttle settings for the same disturbances. These controllers were tuned for an input thrust of 2000 N and all four controllers showed good performance with none of the controllers significantly outperforming the others when holding a constant heading and following a straight line at this engine thrust. Each controller was then tested for a reduced engine thrust of 1200 N per engine where each of the three adaptive controllers reduced heading error and across-track error by approximately 50% after a 300 second tuning period when compared to the fixed gain PID, showing that significant robustness to changes in throttle setting was gained by using an adaptive algorithm.

Northrop Grumman TR202 LOX/LH2 Deep Throttling Engine Technology Project Status

NASA Technical Reports Server (NTRS)

Gromski, Jason; Majamaki, Annik; Chianese, Silvio; Weinstock, Vladimir; Kim, Tony S.

2010-01-01

NASA's Propulsion and Cryogenic Advanced Development (PCAD) project is currently developing enabling propulsion technologies in support of future lander missions. To meet lander requirements, several technical challenges need to be overcome, one of which is the ability for the descent engine(s) to operate over a deep throttle range with cryogenic propellants. To address this need, PCAD has enlisted Northrop Grumman Aerospace Systems (NGAS) in a technology development effort associated with the TR202 engine. The TR202 is a LOX/LH2 expander cycle engine driven by independent turbopump assemblies and featuring a variable area pintle injector similar to the injector used on the TR200 Apollo Lunar Module Descent Engine (LMDE). Since the Apollo missions, NGAS has continued to mature deep throttling pintle injector technology. The TR202 program has completed two series of pintle injector testing. The first series of testing used ablative thrust chambers and demonstrated igniter operation as well as stable performance at discrete points throughout the designed 10:1 throttle range. The second series was conducted with calorimeter chambers and demonstrated injector performance at discrete points throughout the throttle range as well as chamber heat flow adequate to power an expander cycle design across the throttle range. This paper provides an overview of the TR202 program, describing the different phases and key milestones. It describes how test data was correlated to the engine conceptual design. The test data obtained has created a valuable database for deep throttling cryogenic pintle technology, a technology that is readily scalable in thrust level.

Preliminary Performance Data on Westinghouse Electronic Power Regulator Operating on J34-WE-32 Turbojet Engine in Altitude Wind Tunnel

NASA Technical Reports Server (NTRS)

Ketchum, James R.; Blivas, Darnold; Pack, George J.

1950-01-01

The behavior of the Westinghouse electronic power regulator operating on a J34-WE-32 turbojet engine was investigated in the NACA Lewis altitude wind tunnel at the request of the Bureau of Aeronautics, Department of the Navy. The object of the program was to determine the, steady-state stability and transient characteristics of the engine under control at various altitudes and ram pressure ratios, without afterburning. Recordings of the response of the following parameters to step changes in power lever position throughout the available operating range of the engine were obtained; ram pressure ratio, compressor-discharge pressure, exhaust-nozzle area, engine speed, turbine-outlet temperature, fuel-valve position, jet thrust, air flow, turbine-discharge pressure, fuel flow, throttle position, and boost-pump pressure. Representative preliminary data showing the actual time response of these variables are presented. These data are presented in the form of reproductions of oscillographic traces.

Development and Flight Test of an Augmented Thrust-Only Flight Control System on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Pappas, Drew

1996-01-01

An emergency flight control system using only engine thrust, called Propulsion-Controlled Aircraft (PCA), has been developed and flight tested on an MD-11 airplane. In this thrust-only control system, pilot flight path and track commands and aircraft feedback parameters are used to control the throttles. The PCA system was installed on the MD-11 airplane using software modifications to existing computers. Flight test results show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds and altitudes. The PCA approaches, go-arounds, and three landings without the use of any non-nal flight controls have been demonstrated, including instrument landing system-coupled hands-off landings. The PCA operation was used to recover from an upset condition. In addition, PCA was tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control; describes the MD-11 airplane and systems; and discusses PCA system development, operation, flight testing, and pilot comments.

Performance seeking control program overview

NASA Technical Reports Server (NTRS)

Orme, John S.

1995-01-01

The Performance Seeking Control (PSC) program evolved from a series of integrated propulsion-flight control research programs flown at NASA Dryden Flight Research Center (DFRC) on an F-15. The first of these was the Digital Electronic Engine Control (DEEC) program and provided digital engine controls suitable for integration. The DEEC and digital electronic flight control system of the NASA F-15 were ideally suited for integrated controls research. The Advanced Engine Control System (ADECS) program proved that integrated engine and aircraft control could improve overall system performance. The objective of the PSC program was to advance the technology for a fully integrated propulsion flight control system. Whereas ADECS provided single variable control for an average engine, PSC controlled multiple propulsion system variables while adapting to the measured engine performance. PSC was developed as a model-based, adaptive control algorithm and included four optimization modes: minimum fuel flow at constant thrust, minimum turbine temperature at constant thrust, maximum thrust, and minimum thrust. Subsonic and supersonic flight testing were conducted at NASA Dryden covering the four PSC optimization modes and over the full throttle range. Flight testing of the PSC algorithm, conducted in a series of five flight test phases, has been concluded at NASA Dryden covering all four of the PSC optimization modes. Over a three year period and five flight test phases 72 research flights were conducted. The primary objective of flight testing was to exercise each PSC optimization mode and quantify the resulting performance improvements.

A Review of Advanced Vehicular Diesel Research and Development Programs Which Have Potential Application to Stationary Diesel Power Plants.

DTIC Science & Technology

1980-03-01

throttle torque capability. Various schemes are under development to reduce this disadvantage. These schemes include reducing compressor and turbine rotor...inertia, using a pelton wheel or burners, electronic feedback systems, and variable area turbocharging. Other turbocharging disadvantages include...around the turbine ) and using exhaust augmenters or combustors (wasteful of fuel, costly, and complex), and the variable area turbocharger (VAT). An

Power throttling of collections of computing elements

DOEpatents

Bellofatto, Ralph E [Ridgefield, CT; Coteus, Paul W [Yorktown Heights, NY; Crumley, Paul G [Yorktown Heights, NY; Gara, Alan G [Mount Kidsco, NY; Giampapa, Mark E [Irvington, NY; Gooding,; Thomas, M [Rochester, MN; Haring, Rudolf A [Cortlandt Manor, NY; Megerian, Mark G [Rochester, MN; Ohmacht, Martin [Yorktown Heights, NY; Reed, Don D [Mantorville, MN; Swetz, Richard A [Mahopac, NY; Takken, Todd [Brewster, NY

2011-08-16

An apparatus and method for controlling power usage in a computer includes a plurality of computers communicating with a local control device, and a power source supplying power to the local control device and the computer. A plurality of sensors communicate with the computer for ascertaining power usage of the computer, and a system control device communicates with the computer for controlling power usage of the computer.

Intelligent vehicle safety control strategy in various driving situations

NASA Astrophysics Data System (ADS)

Moon, Seungwuk; Cho, Wanki; Yi, Kyongsu

2010-12-01

This paper describes a safety control strategy for intelligent vehicles with the objective of optimally coordinating the throttle, brake, and active front steering actuator inputs to obtain both lateral stability and longitudinal safety. The control system consists of a supervisor, control algorithms, and a coordinator. From the measurement and estimation signals, the supervisor determines the active control modes among normal driving, longitudinal safety, lateral stability, and integrated safety control mode. The control algorithms consist of longitudinal and lateral stability controllers. The longitudinal controller is designed to improve the driver's comfort during normal, safe-driving situations, and to avoid rear-end collision in vehicle-following situations. The lateral stability controller is designed to obtain the required manoeuvrability and to limit the vehicle body's side-slip angle. To obtain both longitudinal safety and lateral stability control in various driving situations, the coordinator optimally determines the throttle, brake, and active front steering inputs based on the current status of the subject vehicle. Closed-loop simulations with the driver-vehicle-controller system are conducted to investigate the performance of the proposed control strategy. From these simulation results, it is shown that the proposed control algorithm assists the driver in combined severe braking/large steering manoeuvring so that the driver can maintain good manoeuvrability and prevent the vehicle from crashing in vehicle-following situations.

Performance of a High-Fidelity 4kW-Class Engineering Model PPU and Integration with HiVHAc System

NASA Technical Reports Server (NTRS)

Pinero, Luis R.; Kamhawi, Hani; Shilo, Vladislav

2016-01-01

The High Voltage Hall Accelerator (HiVHAc) propulsion system consists of a thruster,power processing unit (PPU), and propellant feed system. An engineering model PPU was developed by Colorado Power Electronics, Inc. funded by NASA's Small Business Innovative Research Program. This PPU uses an innovative 3-phase resonant converter to deliver 4 kW of discharge power over a wide range of input and output voltage conditions.The PPU includes a digital control interface unit that automatically controls the PPU and a xenon flow control module (XFCM). It interfaces with a control computer to receive high level commands and relay telemetry through a MIL-STD-1553B interface. The EM PPU was thoroughly tested at GRC for functionality and performance at temperature extremes and demonstrated total efficiencies a high as 95 percent. It was integrated with the HiVHAc thruster and the XFCM to demonstrate closed-loop control of discharge current with anode flow. Initiation of the main discharge and power throttling were also successfully demonstrated and discharge oscillations were characterized.

Performance of a High-Fidelity 4kW-Class Engineering Model PPU and Integration with HiVHAc System

NASA Technical Reports Server (NTRS)

Pinero, Luis R.; Kamhawi, Hani; Shilo, Vlad

2016-01-01

The High Voltage Hall Accelerator (HiVHAc) propulsion system consists of a thruster, power processing unit (PPU), and propellant feed system. An engineering model PPU was developed by Colorado Power Electronics, Inc. funded by NASA's Small Business Innovative Research Program. This PPU uses an innovative 3-phase resonant converter to deliver 4 kW of discharge power over a wide range of input and output voltage conditions. The PPU includes a digital control interface unit that automatically controls the PPU and a xenon flow control module (XFCM). It interfaces with a control computer to receive highlevel commands and relay telemetry through a MIL-STD-1553B interface. The EM PPU was thoroughly tested at GRC for functionality and performance at temperature limits and demonstrated total efficiencies a high as 95 percent. Integrated testing of the unit was performed with the HiVHAc thruster and the XFCM to demonstrate closed-loop control of discharge current with anode flow. Initiation of the main discharge and power throttling were also successfully demonstrated and discharge oscillations were characterized.

Variable Thrust, Multiple Start Hybrid Motor Solutions for Missile and Space Applications

DTIC Science & Technology

2010-06-01

considered: I. Boost/Sustain/Boost. Simulating a tactical solid rocket motor profile with another boost at the end to demonstrate a "throttle up", this...of tactical solid rocket motors were tested with 75%, 50%, and lower sustain-to- boost chamber pressure ratios with rapid throttle-up achieved... solid rocket motors were tested with 75%, 50%, and lower sustain-to-boost chamber pressure ratios with rapid throttle-up achieved following the sustain

Drive-By-Wire Technology

DTIC Science & Technology

2001-05-29

Symposium Intelligent Systems for the Objective Fleet uTransmission controls uSteering (both on-transmission and under-carriage) uBraking (service and...parking) uTransmission select uThrottle uOther Electromechanical Opportunities uTurret drives (elevation, traverse) uAutomatic propellant handling systems

Design of a Model Reference Adaptive Controller for an Unmanned Air Vehicle

NASA Technical Reports Server (NTRS)

Crespo, Luis G.; Matsutani, Megumi; Annaswamy, Anuradha M.

2010-01-01

This paper presents the "Adaptive Control Technology for Safe Flight (ACTS)" architecture, which consists of a non-adaptive controller that provides satisfactory performance under nominal flying conditions, and an adaptive controller that provides robustness under off nominal ones. The design and implementation procedures of both controllers are presented. The aim of these procedures, which encompass both theoretical and practical considerations, is to develop a controller suitable for flight. The ACTS architecture is applied to the Generic Transport Model developed by NASA-Langley Research Center. The GTM is a dynamically scaled test model of a transport aircraft for which a flight-test article and a high-fidelity simulation are available. The nominal controller at the core of the ACTS architecture has a multivariable LQR-PI structure while the adaptive one has a direct, model reference structure. The main control surfaces as well as the throttles are used as control inputs. The inclusion of the latter alleviates the pilot s workload by eliminating the need for cancelling the pitch coupling generated by changes in thrust. Furthermore, the independent usage of the throttles by the adaptive controller enables their use for attitude control. Advantages and potential drawbacks of adaptation are demonstrated by performing high fidelity simulations of a flight-validated controller and of its adaptive augmentation.

Throttling Impacts on Hall Thruster Performance, Erosion, and Qualification for NASA Science Missions

NASA Technical Reports Server (NTRS)

Dankanich, John W.; DeHoyos, Amado

2007-01-01

With the SMART-1, Department of Defense, and commercial industry successes in Hall thruster technologies, NASA has started considering Hall thrusters for science missions. The recent Discovery proposals included a Hall thruster science mission and the In-Space Propulsion Project is investing in Hall thruster technologies. As the confidence in Hall thrusters improve, ambitious multi-thruster missions are being considered. Science missions often require large throttling ranges due to the 1/r(sup 2) power drop-off from the sun. Deep throttling of Hall thrusters will impact the overall system performance. Also, Hall thrusters can be throttled with both current and voltage, impacting erosion rates and performance. Last, electric propulsion thruster lifetime qualification has previously been conducted with long duration full power tests. Full power tests may not be appropriate for NASA science missions, and a combination of lifetime testing at various power levels with sufficient analysis is recommended. Analyses of various science missions and throttling schemes using the Aerojet BPT-4000 and NASA 103M HiVHAC thruster are presented.

14 CFR 29.177 - Static directional stability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... pedal motion with throttle and collective controls held constant at the trim conditions specified in... control deflection for sideslip angles up to the lesser of— (1) ±25 degrees from trim at a speed of 15 knots less than the speed for minimum rate of descent varying linearly to ±10 degrees from trim at VNE...

Program documentation. Program description and user information for the hydraulics/auxiliary power unit (HYDRA) computer program. [for the space shuttle orbiter

NASA Technical Reports Server (NTRS)

Redwine, W. J.

1979-01-01

A timeline containing altitude, control surface deflection rates and angles, hinge moment loads, thrust vector control gimbal rates, and main throttle settings is used to derive the model. The timeline is constructed from the output of one or more trajectory simulation programs.

Throttleable GOX/ABS launch assist hybrid rocket motor for small scale air launch platform

NASA Astrophysics Data System (ADS)

Spurrier, Zachary S.

Aircraft-based space-launch platforms allow operational flexibility and offer the potential for significant propellant savings for small-to-medium orbital payloads. The NASA Armstrong Flight Research Center's Towed Glider Air-Launch System (TGALS) is a small-scale flight research project investigating the feasibility for a remotely-piloted, towed, glider system to act as a versatile air launch platform for nano-scale satellites. Removing the crew from the launch vehicle means that the system does not have to be human rated, and offers a potential for considerable cost savings. Utah State University is developing a small throttled launch-assist system for the TGALS platform. This "stage zero" design allows the TGALS platform to achieve the required flight path angle for the launch point, a condition that the TGALS cannot achieve without external propulsion. Throttling is required in order to achieve and sustain the proper launch attitude without structurally overloading the airframe. The hybrid rocket system employs gaseous-oxygen and acrylonitrile butadiene styrene (ABS) as propellants. This thesis summarizes the development and testing campaign, and presents results from the clean-sheet design through ground-based static fire testing. Development of the closed-loop throttle control system is presented.

Low speed hybrid generalized predictive control of a gasoline-propelled car.

PubMed

Romero, M; de Madrid, A P; Mañoso, C; Milanés, V

2015-07-01

Low-speed driving in traffic jams causes significant pollution and wasted time for commuters. Additionally, from the passengers׳ standpoint, this is an uncomfortable, stressful and tedious scene that is suitable to be automated. The highly nonlinear dynamics of car engines at low-speed turn its automation in a complex problem that still remains as unsolved. Considering the hybrid nature of the vehicle longitudinal control at low-speed, constantly switching between throttle and brake pedal actions, hybrid control is a good candidate to solve this problem. This work presents the analytical formulation of a hybrid predictive controller for automated low-speed driving. It takes advantage of valuable characteristics supplied by predictive control strategies both for compensating un-modeled dynamics and for keeping passengers security and comfort analytically by means of the treatment of constraints. The proposed controller was implemented in a gas-propelled vehicle to experimentally validate the adopted solution. To this end, different scenarios were analyzed varying road layouts and vehicle speeds within a private test track. The production vehicle is a commercial Citroën C3 Pluriel which has been modified to automatically act over its throttle and brake pedals. Copyright © 2015 ISA. Published by Elsevier Ltd. All rights reserved.

Northrop Grumman TR202 LOX/LH2 Deep Throttling Engine Project Status

NASA Technical Reports Server (NTRS)

Gromski, J.; Majamaki, A. N.; Chianese, S. G.; Weinstock, V. D.; Kim, T.

2010-01-01

NASA's Propulsion and Cryogenic Advanced Development (PCAD) project is currently developing enabling propulsion technologies in support of the Exploration Initiative, with a particular focus on the needs of the Altair Project. To meet Altair requirements, several technical challenges need to be overcome, one of which is the ability for the lunar descent engine(s) to operate over a deep throttle range with cryogenic propellants. To address this need, PCAD has enlisted Northrop Grumman Aerospace Systems (NGAS) in a technology development effort associated with the TR202, a LOX/LH2 expander cycle engine driven by independent turbopump assemblies and featuring a variable area pintle injector similar to the injector used on the TR200 Apollo Lunar Module Descent Engine (LMDE). Since the Apollo missions, NGAS has continued to mature deep throttling pintle injector technology. The TR202 program has completed two phases of pintle injector testing. The first phase of testing used ablative thrust chambers and demonstrated igniter operation as well as stable performance at several power levels across the designed 10:1 throttle range. The second phase of testing was performed on a calorimeter chamber and demonstrated injector performance at various power levels (75%, 50%, 25%, 10%, and 7.5%) across the throttle range as well as chamber heat flux to show that the engine can close an expander cycle design across the throttle range. This paper provides an overview of the TR202 program. It describes the different phases of the program with the key milestones of each phase. It then shows when those milestones were met. Next, it describes how the test data was used to update the conceptual design and how the test data has created a database for deep throttling cryogenic pintle technology that is readily scaleable and can be used to again update the design once the Altair program's requirements are firm. The final section of the paper describes the path forward, which includes demonstrating continuously throttling with an actuator and pursuing a path towards integrated engine sea-level test-bed testing.

Design and Study of a LOX/GH2 Throttleable Swirl Injector for Rocket Applications

NASA Technical Reports Server (NTRS)

Greene, Christopher; Woodward, Roger; Pal, Sibtosh; Santoro, Robert; Garcia, Roberto (Technical Monitor)

2002-01-01

A LOX/GH2 swirl injector was designed for a 10:1 propellant throttling range. To accomplish this, a dual LOX (liquid oxygen) manifold was used feeding a single common vortex chamber of the swirl element. Hot-fire experiments were conducting for rocket chamber pressures from 80 to 800 psia at a mixture ratio of nominally 6.0 using steady flow, single-point-per-firing cases as well as dynamic throttling conditions. Low frequency (mean) and high frequency (fluctuating) pressure transducer data, flow meter measurements, and Raman spectroscopy images for mixing information were obtained. The injector design, experimental setup, low frequency pressure data, and injector performance analysis will be presented. C efficiency was very high (approximately 100%) at the middle of the throttle-able range with somewhat lower performance at the high and low ends. From the analysis of discreet steady state operating conditions, injector pressure drop was slightly higher than predicted with an inviscid analysis, but otherwise agreed well across the design throttling range. Analysis of the dynamic throttling data indicates that the injector may experience transient conditions that effect pressure drop and performance when compared to steady state results.

CECE: Expanding the Envelope of Deep Throttling in Liquid Oxygen/Liquid Hydrogen Rocket Engines For NASA Exploration Missions

NASA Technical Reports Server (NTRS)

Giuliano, Victor J.; Leonard, Timothy G.; Lyda, Randy T.; Kim, Tony S.

2010-01-01

As one of the first technology development programs awarded by NASA under the Vision for Space Exploration, the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic engine supporting ongoing trade studies for NASA s Lunar Lander descent stage. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the PWR RL10, to develop technology and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in a high-energy cryogenic engine. The testbed selected for the deep throttling demonstration phases of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. Three series of demonstrator engine tests, the first in April-May 2006, the second in March-April 2007 and the third in November-December 2008, have demonstrated up to 13:1 throttling (104% to 8% thrust range) of the hydrogen/oxygen expander cycle engine. The first two test series explored a propellant feed system instability ("chug") environment at low throttled power levels. Lessons learned from these two tests were successfully applied to the third test series, resulting in stable operation throughout the 13:1 throttling range. The first three tests have provided an early demonstration of an enabling cryogenic propulsion concept, accumulating over 5,000 seconds of hot fire time over 27 hot fire tests, and have provided invaluable system-level technology data toward design and development risk mitigation for the NASA Altair and future lander propulsion system applications. This paper describes the results obtained from the highly successful third test series as well as the test objectives and early results obtained from a fourth test series conducted over March-May 2010

Recommendation of Sensors for Vehicle Transmission Diagnostics

DTIC Science & Technology

2012-05-01

and a pressure switch module form the Control value module. A thermistor is contained within the pressure switch module in order to monitor the sump...fluid temperature. Sensor information is provided to the TCM through various sensors such as throttle position, speed sensor, pressure switch module

Influence of Cut-outs in Elevator on the Static Longitudinal Stability and on the Static Elevator Effect

NASA Technical Reports Server (NTRS)

Biechteler, Curt

1934-01-01

The rudder effect of a sport airplane at high angles of attack was to be improved. This made it necessary to make a cut-out in the center of the continuous elevator so as to enlarge the rudder downward. This cut-out which reduced the rudder area by 12.5 percent changed the static stability of the airplane as well as the elevator effect. Flight measurements showed the stability zone with locked elevator to be 1.8 percent less at full throttle and at idling to be 1.3 percent less than the mean wing chord. The effect of the cut-out on the control forces could not be determined owing to insufficient instrumental accuracy at the extremely low existing forces. The measurement of the static controllability resulting from the cut-out manifested an 18 percent drop in elevator effect at full throttle and a 10 to 20 percent drop at idling, depending on lift.

Simulator comparison of thumball, thumb switch, and touch screen input concepts for interaction with a large screen cockpit display format

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Parrish, Russell V.

1990-01-01

A piloted simulation study was conducted comparing three different input methods for interfacing to a large screen, multiwindow, whole flight deck display for management of transport aircraft systems. The thumball concept utilized a miniature trackball embedded in a conventional side arm controller. The multifunction control throttle and stick (MCTAS) concept employed a thumb switch located in the throttle handle. The touch screen concept provided data entry through a capacitive touch screen installed on the display surface. The objective and subjective results obtained indicate that, with present implementations, the thumball concept was the most appropriate for interfacing with aircraft systems/subsystems presented on a large screen display. Not unexpectedly, the completion time differences between the three concepts varied with the task being performed, although the thumball implementation consistently outperformed the other two concepts. However, pilot suggestions for improved implementations of the MCTAS and touch screen concepts could reduce some of these differences.

CECE: A Deep Throttling Demonstrator Cryogenic Engine for NASA's Lunar Lander

NASA Technical Reports Server (NTRS)

Giuliano, Victor J.; Leonard, Timothy G.; Adamski, Walter M.; Kim, Tony S.

2007-01-01

As one of the first technology development programs awarded under NASA's Vision for Space Exploration, the Pratt & Whitney Rocketdyne (PWR) Deep Throttling, Common Extensible Cryogenic Engine (CECE) program was selected by NASA in November 2004 to begin technology development and demonstration toward a deep throttling, cryogenic Lunar Lander engine for use across multiple human and robotic lunar exploration mission segments with extensibility to Mars. The CECE program leverages the maturity and previous investment of a flight-proven hydrogen/oxygen expander cycle engine, the RL10, to develop and demonstrate an unprecedented combination of reliability, safety, durability, throttlability, and restart capabilities in a high-energy, cryogenic engine. NASA Marshall Space Flight Center and NASA Glenn Research Center personnel were integral design and analysis team members throughout the requirements assessment, propellant studies and the deep throttling demonstrator elements of the program. The testbed selected for the initial deep throttling demonstration phase of this program was a minimally modified RL10 engine, allowing for maximum current production engine commonality and extensibility with minimum program cost. In just nine months from technical program start, CECE Demonstrator No. 1 engine testing in April/May 2006 at PWR's E06 test stand successfully demonstrated in excess of 10:1 throttling of the hydrogen/oxygen expander cycle engine. This test provided an early demonstration of a viable, enabling cryogenic propulsion concept with invaluable system-level technology data acquisition toward design and development risk mitigation for both the subsequent CECE Demonstrator No. 2 program and to the future Lunar Lander Design, Development, Test and Evaluation effort.

Active Control of Surge in Compressors Which Exhibit Abrupt Stall

DTIC Science & Technology

2001-06-01

sensor (of pressure, flow rate, etc.) is fed to a controller which applies a proper control law to drive the actuator (valve, The present paper reports...1993), who analyzed the influence of sensor and numerical simulation shows that: t) the predictions of control acutrsltin o th mxmm sabizd opesr...a sensor of compressor face total pressure), a The present paper considers the active suppression of surge in a butterfly throttle/actuation valve

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

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Kaneshige, John; Bull, John; Maine, Trindel A.

1999-01-01

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

14 CFR 61.67 - Category II pilot authorization requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... and runway lighting system; (ix) Characteristics and limitations of the flight director system, auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other... be made with the use of an approved flight control guidance system, except if an approved auto...

Low Thrust, Deep Throttling, US/CIS Integrated NTRE

NASA Astrophysics Data System (ADS)

Culver, Donald W.; Kolganov, Vyacheslav; Rochow, Richard F.

1994-07-01

In 1993 our international team performed a follow-on ``Nuclear Thermal Rocket Engine (NTRE) Extended Life Feasibility Assessment'' study for the Nuclear Propulsion Office (NPO) at NASAs Lewis Research Center. The main purpose of this study was to complete the 1992 study matrix to assess NTRE designs at thrust levels of 22.5, 11.3, and 6.8 tonnes, using Commonwealth of Independent States (CIS) reactor technology. An additional Aerojet goal was to continue improving the NTRE concept we had generated. Deep throttling, mission performance optimized engine design parametrics, and reliability/cost enhancing engine system simplifications were studied, because they seem to be the last three basic design improvements sorely needed by post-NERVA NTRE. Deep throttling improves engine life by eliminating damaging thermal and mechanical shocks caused by after-cooling with pulsed coolant flow. Alternately, it improves mission performance with steady flow after-cooling by minimizing reactor over-cooling. Deep throttling also provides a practical transition from high pressures and powers of the high thrust power cycle to the low pressures and powers of our electric power generating mode. Two deep throttling designs are discussed; a workable system that was studied and a simplified system that is recommended for future study. Mission-optimized engine thrust/weight (T/W) and Isp predictions are included along with system flow schemes and concept sketches.

Speed tracking control of pneumatic motor servo systems using observation-based adaptive dynamic sliding-mode control

NASA Astrophysics Data System (ADS)

Chen, Syuan-Yi; Gong, Sheng-Sian

2017-09-01

This study aims to develop an adaptive high-precision control system for controlling the speed of a vane-type air motor (VAM) pneumatic servo system. In practice, the rotor speed of a VAM depends on the input mass air flow, which can be controlled by the effective orifice area (EOA) of an electronic throttle valve (ETV). As the control variable of a second-order pneumatic system is the integral of the EOA, an observation-based adaptive dynamic sliding-mode control (ADSMC) system is proposed to derive the differential of the control variable, namely, the EOA control signal. In the ADSMC system, a proportional-integral-derivative fuzzy neural network (PIDFNN) observer is used to achieve an ideal dynamic sliding-mode control (DSMC), and a supervisor compensator is designed to eliminate the approximation error. As a result, the ADSMC incorporates the robustness of a DSMC and the online learning ability of a PIDFNN. To ensure the convergence of the tracking error, a Lyapunov-based analytical method is employed to obtain the adaptive algorithms required to tune the control parameters of the online ADSMC system. Finally, our experimental results demonstrate the precision and robustness of the ADSMC system for highly nonlinear and time-varying VAM pneumatic servo systems.

A Vehicle Active Safety Model: Vehicle Speed Control Based on Driver Vigilance Detection Using Wearable EEG and Sparse Representation.

PubMed

Zhang, Zutao; Luo, Dianyuan; Rasim, Yagubov; Li, Yanjun; Meng, Guanjun; Xu, Jian; Wang, Chunbai

2016-02-19

In this paper, we present a vehicle active safety model for vehicle speed control based on driver vigilance detection using low-cost, comfortable, wearable electroencephalographic (EEG) sensors and sparse representation. The proposed system consists of three main steps, namely wireless wearable EEG collection, driver vigilance detection, and vehicle speed control strategy. First of all, a homemade low-cost comfortable wearable brain-computer interface (BCI) system with eight channels is designed for collecting the driver's EEG signal. Second, wavelet de-noising and down-sample algorithms are utilized to enhance the quality of EEG data, and Fast Fourier Transformation (FFT) is adopted to extract the EEG power spectrum density (PSD). In this step, sparse representation classification combined with k-singular value decomposition (KSVD) is firstly introduced in PSD to estimate the driver's vigilance level. Finally, a novel safety strategy of vehicle speed control, which controls the electronic throttle opening and automatic braking after driver fatigue detection using the above method, is presented to avoid serious collisions and traffic accidents. The simulation and practical testing results demonstrate the feasibility of the vehicle active safety model.

A Vehicle Active Safety Model: Vehicle Speed Control Based on Driver Vigilance Detection Using Wearable EEG and Sparse Representation

PubMed Central

Zhang, Zutao; Luo, Dianyuan; Rasim, Yagubov; Li, Yanjun; Meng, Guanjun; Xu, Jian; Wang, Chunbai

2016-01-01

In this paper, we present a vehicle active safety model for vehicle speed control based on driver vigilance detection using low-cost, comfortable, wearable electroencephalographic (EEG) sensors and sparse representation. The proposed system consists of three main steps, namely wireless wearable EEG collection, driver vigilance detection, and vehicle speed control strategy. First of all, a homemade low-cost comfortable wearable brain-computer interface (BCI) system with eight channels is designed for collecting the driver’s EEG signal. Second, wavelet de-noising and down-sample algorithms are utilized to enhance the quality of EEG data, and Fast Fourier Transformation (FFT) is adopted to extract the EEG power spectrum density (PSD). In this step, sparse representation classification combined with k-singular value decomposition (KSVD) is firstly introduced in PSD to estimate the driver’s vigilance level . Finally, a novel safety strategy of vehicle speed control, which controls the electronic throttle opening and automatic braking after driver fatigue detection using the above method, is presented to avoid serious collisions and traffic accidents. The simulation and practical testing results demonstrate the feasibility of the vehicle active safety model. PMID:26907278

Experimental study of operation performance for hydrocarbon fuel pump with low specific speed

NASA Astrophysics Data System (ADS)

Wu, Xianyu; Yang, Jun; Jin, Xuan

2017-10-01

In this paper, a small flow rate hydrocarbon turbine pump was used to pressurize the fuel supply system of scramjet engine. Some experiments were carried out to investigate the characteristics of turbine pump driven by nitrogen or combustion gas under different operating conditions. A experimental database with regard to the curves of the rotational speed, mass flow rate and net head with regard to centrifugal pump were plotted. These curves were represented as functions of the pressure and temperature at turbine inlet/outlet and the throttle diameter at downstream of centrifugal pump. A sensitivity study has been carried out based on design of experiments. The experimental was employed to analyze net head of centrifugal and throttle characteristics. The research results can accumulate foundations for the close loop control system of turbine pump.

Performance and Exhaust Emissions in a Natural-Gas Fueled Dual-Fuel Engine

NASA Astrophysics Data System (ADS)

Shioji, Masahiro; Ishiyama, Takuji; Ikegami, Makoto; Mitani, Shinichi; Shibata, Hiroaki

In order to establish the optimum fueling in a natural gas fueled dual fuel engine, experiments were done for some operational parameters on the engine performances and the exhaust emissions. The results show that the pilot fuel quantity should be increased and its injection timing should be advanced to suppress unburned hydrocarbon emission in the middle and low output range, while the quantity should be reduced and the timing retarded to avoid onset of knock at high loads. Unburned hydrocarbon emission and thermal efficiency are improved by avoiding too lean natural gas mixture by restricting intake charge air. However, the improvement is limited because the ignition of pilot fuel deteriorates with excessive throttling. It is concluded that an adequate combination of throttle control and equivalence ratio ensures low hydrocarbon emission and the thermal efficiency comparable to diesel operation.

78 FR 32081 - Airworthiness Directives; Aircraft Industries a.s. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-29

... Injection System WATER INJECTION circuit ON breakter. TCL TQ=min. 60% WATER INJECTION/ON push- Push and hold till amber button. WATER INJECTION signal comes on (on the front control panel) Before throttling back power: WATER INJECTION/OFF push- Push and check amber button. WATER INJECTION signal extinguishes...

System automatically supplies precise analytical samples of high-pressure gases

NASA Technical Reports Server (NTRS)

Langdon, W. M.

1967-01-01

High-pressure-reducing and flow-stabilization system delivers analytical gas samples from a gas supply. The system employs parallel capillary restrictors for pressure reduction and downstream throttling valves for flow control. It is used in conjunction with a sampling valve and minimizes alterations of the sampled gas.

40 CFR 92.131 - Smoke, data analysis.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Smoke, data analysis. 92.131 Section...) CONTROL OF AIR POLLUTION FROM LOCOMOTIVES AND LOCOMOTIVE ENGINES Test Procedures § 92.131 Smoke, data analysis. The following procedure shall be used to analyze the smoke test data: (a) Locate each throttle...

40 CFR 92.131 - Smoke, data analysis.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 21 2012-07-01 2012-07-01 false Smoke, data analysis. 92.131 Section...) CONTROL OF AIR POLLUTION FROM LOCOMOTIVES AND LOCOMOTIVE ENGINES Test Procedures § 92.131 Smoke, data analysis. The following procedure shall be used to analyze the smoke test data: (a) Locate each throttle...

40 CFR 92.131 - Smoke, data analysis.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 20 2014-07-01 2013-07-01 true Smoke, data analysis. 92.131 Section 92...) CONTROL OF AIR POLLUTION FROM LOCOMOTIVES AND LOCOMOTIVE ENGINES Test Procedures § 92.131 Smoke, data analysis. The following procedure shall be used to analyze the smoke test data: (a) Locate each throttle...

40 CFR 92.131 - Smoke, data analysis.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 20 2011-07-01 2011-07-01 false Smoke, data analysis. 92.131 Section...) CONTROL OF AIR POLLUTION FROM LOCOMOTIVES AND LOCOMOTIVE ENGINES Test Procedures § 92.131 Smoke, data analysis. The following procedure shall be used to analyze the smoke test data: (a) Locate each throttle...

Integration of Fire Control, Flight Control and Propulsion Control Systems.

DTIC Science & Technology

1983-08-01

process of preparation to a degree imocmpatible with fast moving technology. Undoubtedly something can be done to see that US authors produce papers...PDU provide a true "Up Front" system controller. Fast selection of Air to Air Mode is provided by 2 pushbuttons on the throttle. Pushing one or both...nature of the load snd its effect on the generation system. This calculation will include Load Power, Reactance, Nature - continuous or intermittent

RD860 and RD860L Engines with Deep Thrust Throttling and a High Technology Readiness Level (TRL)

NASA Astrophysics Data System (ADS)

Prokopchuk, O. O.; Shul'ga, V. A.; Dibrivnyi, O. V.; Kukhta, A. S.

2018-04-01

To solve the problems of delivering payloads to Mars surface and returning them to the orbit, liquid rocket engines, operating on storable propellants with deep throttling possibility, are needed, besides having high energy-mass characteristics.

Evaluating the dynamic response of in-flight thrust calculation techniques during throttle transients

NASA Technical Reports Server (NTRS)

Ray, Ronald J.

1994-01-01

New flight test maneuvers and analysis techniques for evaluating the dynamic response of in-flight thrust models during throttle transients have been developed and validated. The approach is based on the aircraft and engine performance relationship between thrust and drag. Two flight test maneuvers, a throttle step and a throttle frequency sweep, were developed and used in the study. Graphical analysis techniques, including a frequency domain analysis method, were also developed and evaluated. They provide quantitative and qualitative results. Four thrust calculation methods were used to demonstrate and validate the test technique. Flight test applications on two high-performance aircraft confirmed the test methods as valid and accurate. These maneuvers and analysis techniques were easy to implement and use. Flight test results indicate the analysis techniques can identify the combined effects of model error and instrumentation response limitations on the calculated thrust value. The methods developed in this report provide an accurate approach for evaluating, validating, or comparing thrust calculation methods for dynamic flight applications.

THERMODYNAMIC EVALUATION OF FIVE ALTERNATIVE REFRIGERANTS IN VAPOR-COMPRESSION CYCLES

EPA Science Inventory

The paper gives results of a thermodynamic evaluation of five alternative refrigerants in a vapor-compression refrigeration cycle, utilizing throttling, super-heating, and combined throttling and superheating. ive alternative refrigerants (R32, R125, R134a, R143a, and R152a) were...

Station Keeping of Small Outboard-Powered Boats

NASA Technical Reports Server (NTRS)

Fisher, A. D.; VanZwieten, J. H., Jr.; VanZwieten, T. S.

2010-01-01

Three station keeping controllers have been developed which work to minimize displacement of a small outboard-powered vessel from a desired location. Each of these three controllers has a common initial layer that uses fixed-gain feedback control to calculate the desired heading of the vessel. A second control layer uses a common fixed-gain feedback controller to calculate the net forward thrust, one of two algorithms for controlling engine angle (Fixed-Gain Proportional-integral-derivative (PID) or PID with Adaptively Augmented Gains), and one of two algorithms for differential throttle control (Fixed-Gain PID and PID with Adaptive Differential Throttle gains), which work together to eliminate heading error. The three selected controllers are evaluated using a numerical simulation of a 33-foot center console vessel with twin outboards that is subject to wave, wind, and current disturbances. Each controller is tested for its ability to maintain position in the presence of three sets of environmental disturbances. These algorithms were tested with current velocity of 1.5 m/s, significant wave height of 0.5 m, and wind speeds of 2, 5, and 10 m/s. These values were chosen to model conditions a small vessel may experience in the Gulf Stream off of Fort Lauderdale. The Fixed-gain PID controller progressively got worse as wind speeds increased, while the controllers using adaptive methodologies showed consistent performance over all weather conditions and decreased heading error by as much as 20%. Thus, enhanced robustness to environmental changes has been gained by using an adaptive algorithm.

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

Developing stochastic model of thrust and flight dynamics for small UAVs

NASA Astrophysics Data System (ADS)

Tjhai, Chandra

This thesis presents a stochastic thrust model and aerodynamic model for small propeller driven UAVs whose power plant is a small electric motor. First a model which relates thrust generated by a small propeller driven electric motor as a function of throttle setting and commanded engine RPM is developed. A perturbation of this model is then used to relate the uncertainty in throttle and engine RPM commanded to the error in the predicted thrust. Such a stochastic model is indispensable in the design of state estimation and control systems for UAVs where the performance requirements of the systems are specied in stochastic terms. It is shown that thrust prediction models for small UAVs are not a simple, explicit functions relating throttle input and RPM command to thrust generated. Rather they are non-linear, iterative procedures which depend on a geometric description of the propeller and mathematical model of the motor. A detailed derivation of the iterative procedure is presented and the impact of errors which arise from inaccurate propeller and motor descriptions are discussed. Validation results from a series of wind tunnel tests are presented. The results show a favorable statistical agreement between the thrust uncertainty predicted by the model and the errors measured in the wind tunnel. The uncertainty model of aircraft aerodynamic coefficients developed based on wind tunnel experiment will be discussed at the end of this thesis.

Fuzzy Logic Decoupled Lateral Control for General Aviation Airplanes

NASA Technical Reports Server (NTRS)

Duerksen, Noel

1997-01-01

It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control different airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control aileron or roll spoiler position. This controller was used to control bank angle for both a piston powered single engine aileron equipped airplane simulation and a business jet simulation which used spoilers for primary roll control. Overspeed, stall and overbank protection were incorporated in the form of expert systems supervisors and weighted fuzzy rules. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic lateral controller could be successfully used on two general aviation aircraft types that have very different characteristics. These controllers worked for both airplanes over their entire flight envelopes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle ]ever travel, etc.). This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.

The role of three-dimensional transport in driving enhanced electron acceleration during magnetic reconnection

NASA Astrophysics Data System (ADS)

Swisdak, M.; Dahlin, J. T.; Drake, J. F.

2017-12-01

Magnetic reconnection is an important driver of energetic particles in many space and astrophysical phenomena. Using kinetic particle-in-cell simulations, we explore the effects that the dynamics in three-dimensions has on reconnection and the efficiency of particle acceleration. In two-dimensional systems, Alfvenic outflows expel energetic electrons into flux ropes where they become trapped and disconnected from acceleration regions. However, in three-dimensional systems these flux ropes develop axial structure that enables particles to leak out and return to acceleration regions. This requires a finite guide field so that particles may move quickly along the flux rope axis. The greatest energetic electron production occurs when the guide field is of the same order as the reconnecting component: large enough to facilitate strong transport, but not so large as to throttle the dominant Fermi mechanism responsible for efficient electron acceleration.

Rocket Engine Innovations Advance Clean Energy

NASA Technical Reports Server (NTRS)

2012-01-01

During launch countdown, at approximately T-7 seconds, the Space Shuttle Main Engines (SSMEs) roar to life. When the controllers indicate normal operation, the solid rocket boosters ignite and the shuttle blasts off. Initially, the SSMEs throttle down to reduce stress during the period of maximum dynamic pressure, but soon after, they throttle up to propel the orbiter to 17,500 miles per hour. In just under 9 minutes, the three SSMEs burn over 1.6 million pounds of propellant, and temperatures inside the main combustion chamber reach 6,000 F. To cool the engines, liquid hydrogen circulates through miles of tubing at -423 F. From 1981to 2011, the Space Shuttle fleet carried crew and cargo into orbit to perform a myriad of unprecedented tasks. After 30 years and 135 missions, the feat of engineering known as the SSME boasted a 100-percent flight success rate.

Short Haul Civil Tiltrotor Contingency Power System Preliminary Design

NASA Technical Reports Server (NTRS)

Eames, David J. H.

2006-01-01

Single Langmuir probe measurements are presented over a two-dimensional array of locations in the near Discharge Cathode Assembly (DCA) region of a 30-cm diameter ring cusp ion thruster over a range of thruster operating conditions encompassing the high-power half of the NASA throttling table. The Langmuir probe data were analyzed with two separate methods. All data were analyzed initially assuming an electron population consisting of Maxwellian electrons only. The on-axis data were then analyzed assuming both Maxwellian and primary electrons. Discharge plasma data taken with beam extraction exhibit a broadening of the higher electron temperature plume boundary compared to similar discharge conditions without beam extraction. The opposite effect is evident with the electron/ion number density as the data without began, extraction appears to be more collimated than the corresponding data with beam extraction. Primary electron energy and number densities are presented for one operating condition giving an order of magnitude of their value and the error associated with this calculation.

Discharge Chamber Plasma Structure of a 30-cm NSTAR-Type Ion Engine

NASA Technical Reports Server (NTRS)

Herman, Daniel A.; Gallimore, Alec D.

2006-01-01

Single Langmuir probe measurements are presented over a two-dimensional array of locations in the near Discharge Cathode Assembly (DCA) region of a 30-cm diameter ring cusp ion thruster over a range of thruster operating conditions encompassing the high-power half of the NASA throttling table. The Langmuir probe data were analyzed with two separate methods. All data were analyzed initially assuming an electron population consisting of Maxwellian electrons only. The on-axis data were then analyzed assuming both Maxwellian and primary electrons. Discharge plasma data taken with beam extraction exhibit a broadening of the higher electron temperature plume boundary compared to similar discharge conditions without beam extraction. The opposite effect is evident with the electron/ion number density as the data without began, extraction appears to be more collimated than the corresponding data with beam extraction. Primary electron energy and number densities are presented for one operating condition giving an order of magnitude of their value and the error associated with this calculation.

Improving actuation efficiency through variable recruitment hydraulic McKibben muscles: modeling, orderly recruitment control, and experiments.

PubMed

Meller, Michael; Chipka, Jordan; Volkov, Alexander; Bryant, Matthew; Garcia, Ephrahim

2016-11-03

Hydraulic control systems have become increasingly popular as the means of actuation for human-scale legged robots and assistive devices. One of the biggest limitations to these systems is their run time untethered from a power source. One way to increase endurance is by improving actuation efficiency. We investigate reducing servovalve throttling losses by using a selective recruitment artificial muscle bundle comprised of three motor units. Each motor unit is made up of a pair of hydraulic McKibben muscles connected to one servovalve. The pressure and recruitment state of the artificial muscle bundle can be adjusted to match the load in an efficient manner, much like the firing rate and total number of recruited motor units is adjusted in skeletal muscle. A volume-based effective initial braid angle is used in the model of each recruitment level. This semi-empirical model is utilized to predict the efficiency gains of the proposed variable recruitment actuation scheme versus a throttling-only approach. A real-time orderly recruitment controller with pressure-based thresholds is developed. This controller is used to experimentally validate the model-predicted efficiency gains of recruitment on a robot arm. The results show that utilizing variable recruitment allows for much higher efficiencies over a broader operating envelope.

The relative performance obtained with several methods of control of an overcompressed engine using gasoline

NASA Technical Reports Server (NTRS)

Gardiner, Arthur W; Whedon, William E

1928-01-01

This report presents some results obtained during an investigation to determine the relative characteristics for several methods of control of an overcompressed engine using gasoline and operating under sea-level conditions. For this work, a special single cylinder test engine, 5-inch bore by 7-inch stroke, and designed for ready adjustment of compression ratio, valve timing and valve lift while running, was used. This engine has been fully described in NACA-TR-250. Tests were made at an engine speed of 1,400 R. P. M. for compression ratios ranging from 4.0 to 7.6. The air-fuel ratios were on the rich side of the chemically correct mixture and were approximately those giving maximum power. When using plain domestic gasoline, detonation was controlled to a constant, predetermined amount (audible), such as would be permissible for continuous operation, by (a) throttling the carburetor, (b) maintaining full throttle but greatly retarding the ignition, and (c) varying the timing of the inlet valve to reduce the effective compression ratio. From the results of the tests, it may be concluded that method (b) gives the best all-round performance and, being easily employed in service, appears to be the most practicable method for controlling an overcompressed engine using gasoline at low altitudes.

The Evolution of Utilizing Manual Throttles to Avoid Low LH2 NPSP at the SSME Inlet

NASA Technical Reports Server (NTRS)

Henfling, Rick

2011-01-01

Even before the first flight of the Space Shuttle, it was understood low liquid hydrogen (LH2) Net Positive Suction Pressure (NPSP) at the inlet to the Space Shuttle Main Engine (SSME) can have adverse effects on engine operation. A number of failures within both the External Tank (ET) and the Orbiter Main Propulsion System could result in a low LH2 NPSP condition. Operational workarounds were developed to take advantage of the onboard crew s ability to manually throttle down the SSMEs, which alleviated the low LH2 NPSP condition. A throttling down of the SSME resulted in an increase in NPSP, mainly due to the reduction in frictional flow losses while at a lower throttle setting. As engineers refined their understanding of the NPSP requirements for the SSME (through a robust testing program), the operational techniques evolved to take advantage of these additional capabilities. Currently the procedure, which for early Space Shuttle missions required a Return-to-Launch-Site abort, now would result in a nominal Main Engine Cut Off (MECO) and no loss of mission objectives.

Means and apparatus for throttling a dry pulverized solid material pump

DOEpatents

Meyer, J. W.; Daniel, Jr, A. D.; Bonin, J. H.

1982-12-07

Method and apparatus are shown for control of continuous feeding of pulverized material to a high pressure container. A rotor is located within the high pressure container. The pulverized material is fed from a feed hopper through a stationary feed pipe to a vented spin-up zone chamber to a plurality of sprues mounted in the rotor. Control of the pressure within control nozzles downstream from the sprues adjusts the flow rate of coal through the sprues. 9 figs.

Means and apparatus for throttling a dry pulverized solid material pump

DOEpatents

Meyer, John W [Palo Alto, CA; Daniel, Jr., Arnold D.; Bonin, John H [Sunnyvale, CA

1982-01-01

Method and apparatus are shown for control of continuous feeding of pulverized material to a high pressure container. A rotor is located within the high pressure container. The pulverized material is fed from a feed hopper through a stationary feed pipe to a vented spin-up zone chamber to a plurality of sprues mounted in the rotor. Control of the pressure within control nozzles downstream from the sprues adjusts the flow rate of coal through the sprues.

Evaluation of rotor axial vibrations in a turbo pump unit equipped with an automatic unloading machine

NASA Astrophysics Data System (ADS)

Martsynkovskyy, V. A.; Deineka, A.; Kovalenko, V.

2017-08-01

The article presents forced axial vibrations of the rotor with an automatic unloading machine in an oxidizer pump. A feature of the design is the use in the autoloading system of slotted throttles with mutually inverse throttling. Their conductivity is determined by a numerical experiment in the ANSYS CFX software package.

Assessing Constraints on Soldier Cognitive and Perceptual Motor Performance During Vehicle Motion

DTIC Science & Technology

2008-05-01

vehicle systems are biomechanical (Sirouspour & Salcudean, 2003; Sövényi & Gillespie, 2007), cognitive (Parasuraman & Riley, 1997), and psychomotor...vs. velocity), pedals for braking/acceleration Environmental constraints associated with the support surface (Seat): Damping, inclination...steering and secondarily, performance differences between a joystick and pedals for throttle and brake control. Eleven participants com- pleted three

33 CFR 183.53 - Horsepower capacity.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., calm water with the wind speed below 10 knots. The test must be conducted with no load other than a... there is no loss of directional control. (4) Quick turn test procedure. Set throttle at a low... factor is over 52.5 and the boat has Remote steering and at least 20″ transom height No remote steering...

76 FR 10216 - Airworthiness Directives; Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-24

... describes the unsafe condition as: There has been numerous reported failures of the Regional Jet engine TCGB... Jet engine TCGB [throttle control gearbox] P/Ns: 2100140-003, 2100140- 005 & 2100140-007. Some of.... List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by...

75 FR 64960 - Airworthiness Directives; Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-21

... the Regional Jet engine TCGB [throttle control gearbox] P/Ns: 2100140-003, 2100140- 005 & 2100140-007... Viselli, Senior Aviation Safety Engineer, Avionic & Flight Test Branch, ANE-172, FAA, New York Aircraft...: There has been numerous reported failures of the Regional Jet engine TCGB P/Ns: 2100140-003, 2100140-005...

14 CFR 27.177 - Static directional stability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... with the throttle and collective controls held constant at the trim conditions specified in § 27.175(a... for sideslip angles up to the lesser of— (1) ±25 degrees from trim at a speed of 15 knots less than the speed for minimum rate of descent varying linearly to ±10 degrees from trim at VNE; (2) The steady...

The role of three-dimensional transport in driving enhanced electron acceleration during magnetic reconnection

NASA Astrophysics Data System (ADS)

Dahlin, J. T.; Drake, J. F.; Swisdak, M.

2017-09-01

Magnetic reconnection is an important driver of energetic particles in many astrophysical phenomena. Using kinetic particle-in-cell simulations, we explore the impact of three-dimensional reconnection dynamics on the efficiency of particle acceleration. In two-dimensional systems, Alfvénic outflows expel energetic electrons into flux ropes where they become trapped and disconnected from acceleration regions. However, in three-dimensional systems these flux ropes develop an axial structure that enables particles to leak out and return to acceleration regions. This requires a finite guide field so that particles may move quickly along the flux rope axis. We show that greatest energetic electron production occurs when the guide field is of the same order as the reconnecting component: large enough to facilitate strong transport, but not so large as to throttle the dominant Fermi mechanism responsible for efficient electron acceleration. This suggests a natural explanation for the envelope of electron acceleration during the impulsive phase of eruptive flares.

Delay-based virtual congestion control in multi-tenant datacenters

NASA Astrophysics Data System (ADS)

Liu, Yuxin; Zhu, Danhong; Zhang, Dong

2018-03-01

With the evolution of cloud computing and virtualization, the congestion control of virtual datacenters has become the basic issue for multi-tenant datacenters transmission. Regarding to the friendly conflict of heterogeneous congestion control among multi-tenant, this paper proposes a delay-based virtual congestion control, which translates the multi-tenant heterogeneous congestion control into delay-based feedback uniformly by setting the hypervisor translation layer, modifying three-way handshake of explicit feedback and packet loss feedback and throttling receive window. The simulation results show that the delay-based virtual congestion control can effectively solve the unfairness of heterogeneous feedback congestion control algorithms.

16. OPERATOR STAND. OPERATOR STOOD BETWEEN RAILINGS AND CONTROLLED DREDGING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

16. OPERATOR STAND. OPERATOR STOOD BETWEEN RAILINGS AND CONTROLLED DREDGING OPERATIONS USING TWO LEVERS FROM CEILING, THREE LEVELS ON THE FLOOR, AND TWO FLOOR PEDDLES. RIGHT HAND CONTROLLED SHOT GUN SWINGER (BOOM MOVE TO RIGHT WHEN PUSHED FORWARD, LEFT WHEN PULLED BACK, AND, IF LUCKY, STOPPED WHEN IN CENTER POSITION). LEFT HAND CONTROLLED THROTTLE. FLOOR LEVER AND FLOOR PEDDLE ON LEFT CONTROLLED THE BACKING LINE FRICTION. MIDDLE LEVER AND PEDDLE, STUCK IN FLOOR CONTROLLED THE MAIN HOIST FRICTION. LEVER ON RIGHT CONTROLLED THE CYLINDER DRAIN VALVE. - Dredge CINCINNATI, Docked on Ohio River at foot of Lighthill Street, Pittsburgh, Allegheny County, PA

PRODUCTION OF SOUND BY UNSTEADY THROTTLING OF FLOW INTO A RESONANT CAVITY, WITH APPLICATION TO VOICED SPEECH

PubMed Central

Howe, M. S.; McGowan, R. S.

2011-01-01

An analysis is made of the sound generated by the time-dependent throttling of a nominally steady stream of air through a small orifice into a flow-through resonant cavity. This is exemplified by the production of voiced speech, where air from the lungs enters the vocal tract through the glottis at a time variable volume flow rate Q(t) controlled by oscillations of the glottis cross-section. Voicing theory has hitherto determined Q from a heuristic, reduced complexity ‘Fant’ differential equation (G. Fant, Acoustic Theory of Speech Production, 1960). A new self-consistent, integro-differential form of this equation is derived in this paper using the theory of aerodynamic sound, with full account taken of the back-reaction of the resonant tract on the glottal flux Q. The theory involves an aeroacoustic Green’s function (G) for flow-surface interactions in a time-dependent glottis, so making the problem non-self-adjoint. In complex problems of this type it is not usually possible to obtain G in an explicit analytic form. The principal objective of the paper is to show how the Fant equation can still be derived in such cases from a consideration of the equation of aerodynamic sound and from the adjoint of the equation governing G in the neighbourhood of the ‘throttle’. The theory is illustrated by application to the canonical problem of throttled flow into a Helmholtz resonator. PMID:21666824

40 CFR 201.11 - Standard for locomotive operation under stationary conditions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... completed on or before December 31, 1979, which produces A-weighted sound levels in excess of 93 dB at any..., 1979, which produces A-weighted sound levels in excess of 87 dB at any throttle setting except idle... December 31, 1979, which produces A-weighted sound levels in excess of 87 dB at any throttle setting except...

40 CFR 201.11 - Standard for locomotive operation under stationary conditions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... completed on or before December 31, 1979, which produces A-weighted sound levels in excess of 93 dB at any..., 1979, which produces A-weighted sound levels in excess of 87 dB at any throttle setting except idle... December 31, 1979, which produces A-weighted sound levels in excess of 87 dB at any throttle setting except...

Model-free adaptive control of advanced power plants

DOEpatents

Cheng, George Shu-Xing; Mulkey, Steven L.; Wang, Qiang

2015-08-18

A novel 3-Input-3-Output (3.times.3) Model-Free Adaptive (MFA) controller with a set of artificial neural networks as part of the controller is introduced. A 3.times.3 MFA control system using the inventive 3.times.3 MFA controller is described to control key process variables including Power, Steam Throttle Pressure, and Steam Temperature of boiler-turbine-generator (BTG) units in conventional and advanced power plants. Those advanced power plants may comprise Once-Through Supercritical (OTSC) Boilers, Circulating Fluidized-Bed (CFB) Boilers, and Once-Through Supercritical Circulating Fluidized-Bed (OTSC CFB) Boilers.

Advanced supersonic propulsion study, phase 3

NASA Technical Reports Server (NTRS)

Howlett, R. A.; Johnson, J.; Sabatella, J.; Sewall, T.

1976-01-01

The variable stream control engine is determined to be the most promising propulsion system concept for advanced supersonic cruise aircraft. This concept uses variable geometry components and a unique throttle schedule for independent control of two flow streams to provide low jet noise at takeoff and high performance at both subsonic and supersonic cruise. The advanced technology offers a 25% improvement in airplane range and an 8 decibel reduction in takeoff noise, relative to first generation supersonic turbojet engines.

Standards for discharge measurement with standardized nozzles and orifices

NASA Technical Reports Server (NTRS)

1940-01-01

The following standards give the standardized forms for two throttling devices, standard nozzles and standard orifices, and enable them to be used in circular pipes without calibration. The definition of the standards are applicable in principle to the calibration and use of nonstandardized throttling devices, such as the venturi tube. The standards are valid, likewise, as a basis for discharge measurements in the German acceptance standards.

The Propulsive-Only Flight Control Problem

NASA Technical Reports Server (NTRS)

Blezad, Daniel J.

1996-01-01

Attitude control of aircraft using only the throttles is investigated. The long time constants of both the engines and of the aircraft dynamics, together with the coupling between longitudinal and lateral aircraft modes make piloted flight with failed control surfaces hazardous, especially when attempting to land. This research documents the results of in-flight operation using simulated failed flight controls and ground simulations of piloted propulsive-only control to touchdown. Augmentation control laws to assist the pilot are described using both optimal control and classical feedback methods. Piloted simulation using augmentation shows that simple and effective augmented control can be achieved in a wide variety of failed configurations.

Adaptive Failure Compensation for Aircraft Tracking Control Using Engine Differential Based Model

NASA Technical Reports Server (NTRS)

Liu, Yu; Tang, Xidong; Tao, Gang; Joshi, Suresh M.

2006-01-01

An aircraft model that incorporates independently adjustable engine throttles and ailerons is employed to develop an adaptive control scheme in the presence of actuator failures. This model captures the key features of aircraft flight dynamics when in the engine differential mode. Based on this model an adaptive feedback control scheme for asymptotic state tracking is developed and applied to a transport aircraft model in the presence of two types of failures during operation, rudder failure and aileron failure. Simulation results are presented to demonstrate the adaptive failure compensation scheme.

Integrated controls and health monitoring for chemical transfer propulsion

NASA Technical Reports Server (NTRS)

Millis, Marc G.; Binder, Michael P.

1990-01-01

NASA is reviewing various propulsion technologies for exploring space. The requirements are examined for one enabling propulsion technology: Integrated Controls and Health Monitoring (ICHM) for Chemical Transfer Propulsion (CTP). Functional requirements for a CTP-ICHM system are proposed from tentative mission scenarios, vehicle configurations, CTP specifications, and technical feasibility. These CTP-ICHM requirements go beyond traditional reliable operation and emergency shutoff control to include: (1) enhanced mission flexibility; (2) continuously variable throttling; (3) tank-head start control; (4) automated prestart and post-shutoff engine check; (5) monitoring of space exposure degradation; and (6) product evolution flexibility. Technology development plans are also discussed.

Simulation of parameters of hydraulic drive with volumetric type controller

NASA Astrophysics Data System (ADS)

Mulyukin, V. L.; Boldyrev, A. V.; Karelin, D. L.; Belousov, A. M.

2017-09-01

The article presents a mathematical model of volumetric type hydraulic drive controller that allows to calculate the parameters of forward and reverse motion. According to the results of simulation static characteristics of rod’s speed and the force of the hydraulic cylinder rod were built and the influence of the angle of swash plate of the controller at the characteristics profile is shown. The results analysis showed that the proposed controller allows steplessly adjust the speed□ц of hydraulic cylinder’s rod motion and the force developed on the rod without the use of flow throttling.

New Generation Strategic Submarine Study

DTIC Science & Technology

1977-01-01

Ship Propulsion System . 111-22 III- A -6 Simplified Functional Diagram - Steam-Feed Flow System . 111-23 III- A -7...16 Aa Tabte XIZ- A -3 System (Element) Functional Analysis ResuZts--Engineering p Plant Subsystem SYSTEM (ELEMENT) FUNCTION Ll A . Ship Propulsion 1...FUNCTION A . Ship Propulsion (cont’d) 9. SSTG Throttle Valves * Provide frequency control of the ship’s service turbine generators, startup and

Navy Virginia (SSN-774) Class Attack Submarine Procurement: Background and Issues for Congress

DTIC Science & Technology

2010-09-28

advanced electromagnetic signature reduction (AESR), a conformal acoustic velocity sensor wide aperture array (CAVES WAA), and a flexible payload...vibrations and acoustic signatures of targets. The Navy has stated that CAVES WAA could save approximately $4 million per submarine. The Navy is analyzing...Turbine Generator magnetic levitation bearings / throttle control system, etc.); • Special Hull Treatment continues to debond from VIRGINIA Class

Logic Model Checking of Unintended Acceleration Claims in Toyota Vehicles

NASA Technical Reports Server (NTRS)

Gamble, Ed

2012-01-01

Part of the US Department of Transportation investigation of Toyota sudden unintended acceleration (SUA) involved analysis of the throttle control software, JPL Laboratory for Reliable Software applied several techniques including static analysis and logic model checking, to the software; A handful of logic models were build, Some weaknesses were identified; however, no cause for SUA was found; The full NASA report includes numerous other analyses

Enhanced Engine Control for Emergency Operation

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.

2012-01-01

C-MAPSS40k engine simulation has been developed and is available to the public. The authenticity of the engine performance and controller enabled the development of realistic enhanced control modes through controller modification alone. Use of enhanced control modes improved stability and control of an impaired aircraft. - Fast Response is useful for manual manipulation of the throttles - Use of Fast Response improved stability as part of a yaw rate feedback system. - Use of Overthrust shortened takeoff distance, but was generally useful in flight, too. Initial lack of pilot familiarity resulted in discomfort, especially with yaw rate feedback, but that was the only drawback, overall the pilot found the enhanced modes very helpful.

Flight test of a propulsion controlled aircraft system on the NASA F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.

1995-01-01

Flight tests of the propulsion controlled aircraft (PCA) system on the NASA F-15 airplane evolved as a result of a long series of simulation and flight tests. Initially, the simulation results were very optimistic. Early flight tests showed that manual throttles-only control was much more difficult than the simulation, and a flight investigation was flown to acquire data to resolve this discrepancy. The PCA system designed and developed by MDA evolved as these discrepancies were found and resolved, requiring redesign of the PCA software and modification of the flight test plan. Small throttle step inputs were flown to provide data for analysis, simulation update, and control logic modification. The PCA flight tests quickly revealed less than desired performance, but the extensive flexibility built into the flight PCA software allowed rapid evaluation of alternate gains, filters, and control logic, and within 2 weeks, the PCA system was functioning well. The initial objective of achieving adequate control for up-and-away flying and approaches was satisfied, and the option to continue to actual landings was achieved. After the PCA landings were accomplished, other PCA features were added, and additional maneuvers beyond those originally planned were flown. The PCA system was used to recover from extreme upset conditions, descend, and make approaches to landing. A heading mode was added, and a single engine plus rudder PCA mode was also added and flown. The PCA flight envelope was expanded far beyond that originally designed for. Guest pilots from the USAF, USN, NASA, and the contractor also flew the PCA system and were favorably impressed.

Deep Throttle Turbopump Technology Design Concepts

NASA Technical Reports Server (NTRS)

Guinzburg, Adiel; Williams, Morgan; Ferguson, Tom; Garcia, Roberto (Technical Monitor)

2002-01-01

The objective of this project is to increase the throttling range of turbopumps from 30 to 120% of the design value, while maintaining high performance levels. Details are given on wide flow range issues, H-Q characteristics, stall characteristics, energy levels, pressure fluctuations at impeller exit, WFR impeller characteristics, commercial diffuser pumps, slotted or tandem vanes, leading edge characteristics, leading edge models, throat models, diffusion passage models, computational fluid dynamics (CFD) methodologies, and CFD flow cases.

Distribution and regularity of injection from a multicylinder fuel-injection pump

NASA Technical Reports Server (NTRS)

Rothrock, A M; Marsh, E T

1936-01-01

This report presents the results of performance test conducted on a six-cylinder commercial fuel-injection pump that was adjusted to give uniform fuel distribution among the cylinders at a throttle setting of 0.00038 pound per injection and a pump speed of 750 revolutions per minute. The throttle setting and pump speed were then varied through the operating range to determine the uniformity of distribution and regularity of injection.

Organic flash cycles for efficient power production

DOEpatents

Ho, Tony; Mao, Samuel S.; Greif, Ralph

2016-03-15

This disclosure provides systems, methods, and apparatus related to an Organic Flash Cycle (OFC). In one aspect, a modified OFC system includes a pump, a heat exchanger, a flash evaporator, a high pressure turbine, a throttling valve, a mixer, a low pressure turbine, and a condenser. The heat exchanger is coupled to an outlet of the pump. The flash evaporator is coupled to an outlet of the heat exchanger. The high pressure turbine is coupled to a vapor outlet of the flash evaporator. The throttling valve is coupled to a liquid outlet of the flash evaporator. The mixer is coupled to an outlet of the throttling valve and to an outlet of the high pressure turbine. The low pressure turbine is coupled to an outlet of the mixer. The condenser is coupled to an outlet of the low pressure turbine and to an inlet of the pump.

Integration Tests of the 4 kW-class High Voltage Hall Accelerator Power Processing Unit with the HiVHAc and the SPT-140 Hall Effect Thrusters

NASA Technical Reports Server (NTRS)

Kamhawi, Hani; Pinero, Luis; Haag, Thomas; Huang, Wensheng; Ahern, Drew; Liang, Ray; Shilo, Vlad

2016-01-01

NASAs Science Mission Directorate is sponsoring the development of a 4 kW-class Hall propulsion system for implementation in NASA science and exploration missions. The main components of the system include the High Voltage Hall Accelerator (HiVHAc), an engineering model power processing unit (PPU) developed by Colorado Power Electronics, and a xenon flow control module (XFCM) developed by VACCO Industries. NASA Glenn Research Center is performing integrated tests of the Hall thruster propulsion system. This presentation presents results from integrated tests of the PPU and XFCM with the HiVHAc engineering development thruster and a SPT-140 thruster provided by Space System Loral. The results presented in this paper demonstrate thruster discharge initiation, open-loop and closed-loop control of the discharge current with anode flow for both the HiVHAc and the SPT-140 thrusters. Integrated tests with the SPT-140 thruster indicated that the PPU was able to repeatedly initiate the thrusters discharge, achieve steady state operation, and successfully throttle the thruster between 1.5 and 4.5 kW. The measured SPT-140 performance was identical to levels reported by Space Systems Loral.

Design of integrated autopilot/autothrottle for NASA TSRV airplane using integral LQG methodology. [transport systems research vehicle

NASA Technical Reports Server (NTRS)

Kaminer, Isaac; Benson, Russell A.

1989-01-01

An integrated autopilot/autothrottle control system has been developed for the NASA transport system research vehicle using a two-degree-of-freedom approach. Based on this approach, the feedback regulator was designed using an integral linear quadratic regulator design technique, which offers a systematic approach to satisfy desired feedback performance requirements and guarantees stability margins in both control and sensor loops. The resulting feedback controller was discretized and implemented using a delta coordinate concept, which allows for transient free controller switching by initializing all controller states to zero and provides a simple solution for dealing with throttle limiting cases.

Navy Virginia (SSN-774) Class Attack Submarine Procurement: Background and Issues for Congress

DTIC Science & Technology

2010-07-08

current and future Virginia Class submarines once they mature—advanced electromagnetic signature reduction (AESR), a conformal acoustic velocity sensor...WAA is a sensor array that is designed to detect the vibrations and acoustic signatures of targets. The Navy has stated that CAVES WAA could save...Active Shaft Grounding System, Circuit D, Ship Service Turbine Generator magnetic levitation bearings / throttle control system, etc.); • Special

Optically powered and interrogated rotary position sensor for aircraft engine control applications

NASA Astrophysics Data System (ADS)

Spillman, W. B.; Crowne, D. H.; Woodward, D. W.

A throttle level angle (TLA) sensing system is described that utilizes a capacitance based rotary position transducer that is powered and interrogated via light from a single multimode optical fiber. The system incorporates a unique GaAs device that serves as both a power converter and optical data transmitter. Design considerations are discussed, and the fabrication and performance of the sensor system are detailed.

Spiral inlets for steam turbines

NASA Astrophysics Data System (ADS)

Škach, Radek; Uher, Jan

2017-09-01

This paper deals with the design process of special nozzle blades for spiral inlets. Spiral inlets are used for the first stages of high pressure and intermediate pressure steam turbines with both reaction and impulse blades when throttling or sliding pressure control is applied. They improve the steam flow uniformity from the inlet pipe and thus decrease the aerodynamic losses. The proposed evaluation of the inlet angle is based on the free vortex law.

Application of the MNA design method to a nonlinear turbofan engine. [multivariable Nyquist array method

NASA Technical Reports Server (NTRS)

Leininger, G. G.

1981-01-01

Using nonlinear digital simulation as a representative model of the dynamic operation of the QCSEE turbofan engine, a feedback control system is designed by variable frequency design techniques. Transfer functions are generated for each of five power level settings covering the range of operation from approach power to full throttle (62.5% to 100% full power). These transfer functions are then used by an interactive control system design synthesis program to provide a closed loop feedback control using the multivariable Nyquist array and extensions to multivariable Bode diagrams and Nichols charts.

Time-Dependent Erosion of Ion Optics

NASA Technical Reports Server (NTRS)

Wirz, Richard E.; Anderson, John R.; Katz, Ira; Goebel, Dan M.

2008-01-01

The accurate prediction of thruster life requires time-dependent erosion estimates for the ion optics assembly. Such information is critical to end-of-life mechanisms such as electron backstreaming. CEX2D was recently modified to handle time-dependent erosion, double ions, and multiple throttle conditions in a single run. The modified code is called "CEX2D-t". Comparisons of CEX2D-t results with LDT and ELT post-tests results show good agreement for both screen and accel grid erosion including important erosion features such as chamfering of the downstream end of the accel grid and reduced rate of accel grid aperture enlargement with time.

Baseline tests of the EVA change-of-pace coupe electric passenger vehicle

NASA Technical Reports Server (NTRS)

Bozek, J. M.; Maslowski, E. A.; Dustin, M. O.

1977-01-01

The EVA Change-of-Pace Coupe, is an electric passenger vehicle, to characterize the state-of-the-art of electric vehicles. The EVA Change-of-Pace Coupe is a four passenger sedan that has been coverted to an electric vehicle. It is powered by twenty 6 volt traction batteries through a silicon controlled rectifier chopper controller actuated by a foot throttle to change the voltage applied to the series wound, direct current motor. Braking is accomplished with a vacuum assist hydraulic braking system. Regenerative braking is also provided.

Control system and method for a power delivery system having a continuously variable ratio transmission

DOEpatents

Frank, Andrew A.

1984-01-01

A control system and method for a power delivery system, such as in an automotive vehicle, having an engine coupled to a continuously variable ratio transmission (CVT). Totally independent control of engine and transmission enable the engine to precisely follow a desired operating characteristic, such as the ideal operating line for minimum fuel consumption. CVT ratio is controlled as a function of commanded power or torque and measured load, while engine fuel requirements (e.g., throttle position) are strictly a function of measured engine speed. Fuel requirements are therefore precisely adjusted in accordance with the ideal characteristic for any load placed on the engine.

Power Dependence of the Electron Mobility Profile in a Hall Thruster

NASA Technical Reports Server (NTRS)

Jorns, Benjamin A.; Hofery, Richard H.; Mikellides, Ioannis G.

2014-01-01

The electron mobility profile is estimated in a 4.5 kW commercial Hall thruster as a function of discharge power. Internal measurements of plasma potential and electron temperature are made in the thruster channel with a high-speed translating probe. These measurements are presented for a range of throttling conditions from 150 - 400 V and 0.6 - 4.5 kW. The fluid-based solver, Hall2De, is used in conjunction with these internal plasma parameters to estimate the anomalous collision frequency profile at fixed voltage, 300 V, and three power levels. It is found that the anomalous collision frequency profile does not change significantly upstream of the location of the magnetic field peak but that the extent and magnitude of the anomalous collision frequency downstream of the magnetic peak does change with thruster power. These results are discussed in the context of developing phenomenological models for how the collision frequency profile depends on thruster operating conditions.

Simulator Sickness: Reaction to a Transformed Perceptual World. 2. Sourcebook and Suggested Readings

DTIC Science & Technology

1985-03-20

RPM INDICATION. IN THE HTL, THE RPM IS VERY SENSITIVE. THE CONTINUOUS MANIPULATIONS OF COLLECTIVE REQUIRED ARE CALLED " MILKING ". A VETERAN INSTRUCTOR...SAYS: ’ ’ MILKING ’ IS A PROCESS WHEREBY RNM IS BUILT UP BY REDUCING COLLECTIVE (WITH FULL THROTTLE) THEN INCREASING COLLECTIVE TO AVOID SETTLING TO THE...GROUND. HOWEVER, ’ MILKING , IS USED IN ALL MANEUVERS AT ALL SPEEDS AND ANY ALTITUDE, ANYTIME THE COLLECTIVE IS DECREASED THE THROTTLE MUST ALSO BE

[Strangulation marks in homicides caused by choking ? On an irritant blood stain picture].

PubMed

Metter, D

1988-01-01

Three homicides and one attempted homicide by choking in which apparent signs of throttling were present on the skin of the neck are described. The victims wore slender necklaces which were pressed against the skin by the hands of the perpetrator, causing transverse hematomas and cutaneous abrasions. The following criterious are typical for simulated signs of throttling: similarity to objects on the neck, incomplete course around the neck, absence of coarctation of the soft tissues, no lesions of subcutaneous structures.

Method And Apparatus For Regenerating Nox Adsorbers

DOEpatents

Driscoll, J. Joshua; Endicott, Dennis L.; Faulkner, Stephen A.; Verkiel, Maarten

2006-03-28

Methods and apparatuses for regenerating a NOx adsorber coupled with an exhaust of an engine. An actuator drives a throttle valve to a first position when regeneration of the NOx adsorber is desired. The first position is a position that causes the regeneration of the NOx adsorber. An actuator drives the throttle valve to a second position while regeneration of the NOx adsorber is still desired. The second position being a position that is more open than the first position and operable to regenerate a NOx adsorber.

Deep Throttle Turbopump Technology Testing

NASA Technical Reports Server (NTRS)

Ferguson, T. V.; Guinzburg, A.; McGlynn, R. D.; Williams, M.

2002-01-01

The objectives of this viewgraph presentation were to: (1) enhance and demonstrate critical technologies in support of planned RBCC flight test programs; and (2) obtain knowledge of wide flow range as it is applicable to liquid rocket engine turbopumps operating over extreme throttle ranges. This program was set up to demonstrate wide flow range diffuser technologies. The testing phase of the contract to provide data to anchor initial designs was partially successful. Data collected suggest flow phenomena exists at off-design flow rates.

High-Efficiency Nested Hall Thrusters for Robotic Solar System Exploration

NASA Technical Reports Server (NTRS)

Hofer, Richard R.

2013-01-01

This work describes the scaling and design attributes of Nested Hall Thrusters (NHT) with extremely large operational envelopes, including a wide range of throttleability in power and specific impulse at high efficiency (>50%). NHTs have the potential to provide the game changing performance, powerprocessing capabilities, and cost effectiveness required to enable missions that cannot otherwise be accomplished. NHTs were first identified in the electric propulsion community as a path to 100- kW class thrusters for human missions. This study aimed to identify the performance capabilities NHTs can provide for NASA robotic and human missions, with an emphasis on 10-kW class thrusters well-suited for robotic exploration. A key outcome of this work has been the identification of NHTs as nearly constant-efficiency devices over large power throttling ratios, especially in direct-drive power systems. NHT systems sized for robotic solar system exploration are predicted to be capable of high-efficiency operation over nearly their entire power throttling range. A traditional Annular Hall Thruster (AHT) consists of a single annular discharge chamber where the propellant is ionized and accelerated. In an NHT, multiple annular channels are concentrically stacked. The channels can be operated in unison or individually depending on the available power or required performance. When throttling an AHT, performance must be sacrificed since a single channel cannot satisfy the diverse design attributes needed to maintain high thrust efficiency. NHTs can satisfy these requirements by varying which channels are operated and thereby offer significant benefits in terms of thruster performance, especially under deep power throttling conditions where the efficiency of an AHT suffers since a single channel can only operate efficiently (>50%) over a narrow power throttling ratio (3:1). Designs for 10-kW class NHTs were developed and compared with AHT systems. Power processing systems were considered using either traditional Power Processing Units (PPU) or Direct Drive Units (DDU). In a PPU-based system, power from the solar arrays is transformed from the low voltage of the arrays to the high voltage needed by the thruster. In a DDU-based system, power from the solar arrays is fed to the thruster without conversion. DDU-based systems are attractive for their simplicity since they eliminate the most complex and expensive part of the propulsion system. The results point to the strong potential of NHTs operating with either PPUs or DDUs to benefit robotic and human missions through their unprecedented power and specific impulse throttling capabilities. NHTs coupled to traditional PPUs are predicted to offer high-efficiency (>50%) power throttling ratios 320% greater than present capabilities, while NHTs with direct-drive power systems (DDU) could exceed existing capabilities by 340%. Because the NHT-DDU approach is implicitly low-cost, NHT-DDU technology has the potential to radically reduce the cost of SEP-enabled NASA missions while simultaneously enabling unprecedented performance capability.

Compressor Stall Recovery Through Tip Injection Assessed

NASA Technical Reports Server (NTRS)

Suder, Ken L.

2001-01-01

Aerodynamic stability is a fundamental limit in the compressor design process. The development of robust techniques for increasing stability has several benefits: enabling higher loading and fewer blades, increasing safety throughout a mission, increasing tolerance to stage mismatch during part-speed operation and speed transients, and providing an opportunity to match stages at the compressor maximum efficiency point, thus reducing fuel burn. Mass injection upstream of the tip of a high-speed axial compressor rotor is a stability enhancement approach known to be effective in suppressing stall in tip-critical rotors if the injection is activated before stall occurs. This approach to stall suppression requires that a reliable stall warning system be available. Tests have recently been performed to assess whether steady injection can also be used to recover from fully developed stall. If mass injection is effective in recovering from stall quickly enough to avoid structural damage or loss of engine power, then a stall warning system may not be required. The stall recovery tests were performed on a transonic compressor rotor at its design tip speed of 1475 ft/sec using four injectors evenly spaced around the compressor case upstream of the rotor. The injectors were connected to an external air source. In an actual engine application, the injected air would be supplied with compressor bleed air. The injectors were isolated from the air source by a fast-acting butterfly valve. With the injectors turned off, the compressor was throttled into stall. Air injection was then activated with no change in throttle setting by opening the butterfly valve. The compressor recovered from stall at a fixed throttle setting with the aid of tip injection. The unsteady operating characteristic of the rotor was measured during these tests using high-response pressure sensors located upstream and downstream of the rotor. The figure shows the results, where the unsteady pressure and mass flow are superimposed on the steady operating characteristic. The total injected mass flow was equal to 1.3 percent of the compressor flow. The solid line with no solid squares on it denotes the operating point during the beginning of throttle closure and the initial drop into stall. The gray traces denote the operating point during an additional throttle closure that occurred over the next 1200 rotor revolutions (4 sec). The dashed line denotes the recovery from stall that occurred during 90 rotor revolutions (0.3 sec) after the injectors were activated with no change in throttle setting. Tip injection not only recovers the compressor from stall, but also restores the compressor to its pre-stall level of pressure rise. In contrast, standard stall recovery schemes such as compressor bleed, stator vane actuation, or engine throttle modulation result in a loss of pressure rise across the compressor, which results in a loss of engine power.

Performance Evaluation of the NEXT Ion Engine

NASA Technical Reports Server (NTRS)

Soulas, George C.; Domonkos, Matthew T.; Patterson, Michael J.

2003-01-01

The performance test results of three NEXT ion engines are presented. These ion engines exhibited peak specific impulse and thrust efficiency ranges of 4060 4090 s and 0.68 0.69, respectively, at the full power point of the NEXT throttle table. The performance of the ion engines satisfied all project requirements. Beam flatness parameters were significantly improved over the NSTAR ion engine, which is expected to improve accelerator grid service life. The results of engine inlet pressure and temperature measurements are also presented. Maximum main plenum, cathode, and neutralizer pressures were 12,000 Pa, 3110 Pa, and 8540 Pa, respectively, at the full power point of the NEXT throttle table. Main plenum and cathode inlet pressures required about 6 hours to increase to steady-state, while the neutralizer required only about 0.5 hour. Steady-state engine operating temperature ranges throughout the power throttling range examined were 179 303 C for the discharge chamber magnet rings and 132 213 C for the ion optics mounting ring.

The mechanism of the appearance of luminescence and electrification in liquid flows through narrow channels

NASA Astrophysics Data System (ADS)

Margulis, M. A.; Pil'Gunov, V. N.

2009-10-01

The mechanism of the effects observed in hydrodynamic unit throttles was studied. These effects included luminescence in the visible range localized in a microscopic toroidal volume and electric pulses when a dielectric liquid flew through a narrow passage orifice. Equations for charging and conduction currents were obtained. The stationary electric charge, potential, and field strength on the internal surface of a passage orifice were calculated. It was shown theoretically that the appearance of luminescence most probably occurred in electrical breakdowns in cavitation bubbles in the initial flow section inside the passage orifice. Electric charge formed not only during hydrodynamic cavitation but also in a laminar throttle in the absence of cavitation in the liquid; the electrokinetic mechanism applied to this phenomenon too. It was shown experimentally that electric charges appeared not only in plastic but also in metallic throttles. The suggested mechanism of light emission and electric charge appearance was in agreement with the experimental results.

Investigation on Motorcyclist Riding Behaviour at Curve Entry Using Instrumented Motorcycle

PubMed Central

Yuen, Choon Wah; Karim, Mohamed Rehan; Saifizul, Ahmad

2014-01-01

This paper details the study on the changes in riding behaviour, such as changes in speed as well as the brake force and throttle force applied, when motorcyclists ride over a curve section road using an instrumented motorcycle. In this study, an instrumented motorcycle equipped with various types of sensors, on-board cameras, and data loggers, was developed in order to collect the riding data on the study site. Results from the statistical analysis showed that riding characteristics, such as changes in speed, brake force, and throttle force applied, are influenced by the distance from the curve entry, riding experience, and travel mileage of the riders. A structural equation modeling was used to study the impact of these variables on the change of riding behaviour in curve entry section. Four regression equations are formed to study the relationship between four dependent variables, which are speed, throttle force, front brake force, and rear brake force applied with the independent variables. PMID:24523660

Increasing pumping efficiency in a micro throttle pump by enhancing displacement amplification in an elastomeric substrate

NASA Astrophysics Data System (ADS)

Fujiwara, T.; Johnston, I. D.; Tracey, M. C.; Tan, C. K. L.

2010-06-01

Fluid transport is accomplished in a micro throttle pump (MTP) by alternating deformation of a micro channel cast into a polydimethylsiloxane (PDMS) elastomeric substrate. The active deformation is achieved using a bimorph PZT piezoelectric disc actuator bonded to a glass diaphragm. The bimorph PZT deflects the diaphragm as well as alternately pushing and pulling the elastomer layer providing displacement amplification in the PDMS directly surrounding the micro channel. In order to improve pumping rates we have embedded a polymethylmethacrylate (PMMA) ring into the PMDS substrate which increases the magnitude of the displacement amplification achieved. FEM simulation of the elastomeric substrate deformation predicts that the inclusion of the PMMA ring should increase the channel deformation. We experimentally demonstrate that inclusion of a PMMA ring, having a diameter equal to that of the circular node of the PZT/glass/PDMS composite, increases in the throttle resistance ratio by 40% and the maximum pumping rate by 90% compared to an MTP with no ring.

The Control System for the X-33 Linear Aerospike Engine

NASA Technical Reports Server (NTRS)

Jackson, Jerry E.; Espenschied, Erich; Klop, Jeffrey

1998-01-01

The linear aerospike engine is being developed for single-stage -to-orbit (SSTO) applications. The primary advantages of a linear aerospike engine over a conventional bell nozzle engine include altitude compensation, which provides enhanced performance, and lower vehicle weight resulting from the integration of the engine into the vehicle structure. A feature of this integration is the ability to provide thrust vector control (TVC) by differential throttling of the engine combustion elements, rather than the more conventional approach of gimballing the entire engine. An analysis of the X-33 flight trajectories has shown that it is necessary to provide +/- 15% roll, pitch and yaw TVC authority with an optional capability of +/- 30% pitch at select times during the mission. The TVC performance requirements for X-33 engine became a major driver in the design of the engine control system. The thrust level of the X-33 engine as well as the amount of TVC are managed by a control system which consists of electronic, instrumentation, propellant valves, electro-mechanical actuators, spark igniters, and harnesses. The engine control system is responsible for the thrust control, mixture ratio control, thrust vector control, engine health monitoring, and communication to the vehicle during all operational modes of the engine (checkout, pre-start, start, main-stage, shutdown and post shutdown). The methodology for thrust vector control, the health monitoring approach which includes failure detection, isolation, and response, and the basic control system design are the topic of this paper. As an additional point of interest a brief description of the X-33 engine system will be included in this paper.

Iodine Hall Thruster

NASA Technical Reports Server (NTRS)

Szabo, James

2015-01-01

Iodine enables dramatic mass and cost savings for lunar and Mars cargo missions, including Earth escape and near-Earth space maneuvers. The demonstrated throttling ability of iodine is important for a singular thruster that might be called upon to propel a spacecraft from Earth to Mars or Venus. The ability to throttle efficiently is even more important for missions beyond Mars. In the Phase I project, Busek Company, Inc., tested an existing Hall thruster, the BHT-8000, on iodine propellant. The thruster was fed by a high-flow iodine feed system and supported by an existing Busek hollow cathode flowing xenon gas. The Phase I propellant feed system was evolved from a previously demonstrated laboratory feed system. Throttling of the thruster between 2 and 11 kW at 200 to 600 V was demonstrated. Testing showed that the efficiency of iodine fueled BHT-8000 is the same as with xenon, with iodine delivering a slightly higher thrust-to-power (T/P) ratio. In Phase II, a complete iodine-fueled system was developed, including the thruster, hollow cathode, and iodine propellant feed system. The nominal power of the Phase II system is 8 kW; however, it can be deeply throttled as well as clustered to much higher power levels. The technology also can be scaled to greater than 100 kW per thruster to support megawatt-class missions. The target thruster efficiency for the full-scale system is 65 percent at high specific impulse (Isp) (approximately 3,000 s) and 60 percent at high thrust (Isp approximately 2,000 s).

Design Challenges Encountered in a Propulsion-Controlled Aircraft Flight Test Program

NASA Technical Reports Server (NTRS)

Maine, Trindel; Burken, John; Burcham, Frank; Schaefer, Peter

1994-01-01

The NASA Dryden Flight Research Center conducted flight tests of a propulsion-controlled aircraft system on an F-15 airplane. This system was designed to explore the feasibility of providing safe emergency landing capability using only the engines to provide flight control in the event of a catastrophic loss of conventional flight controls. Control laws were designed to control the flightpath and bank angle using only commands to the throttles. Although the program was highly successful, this paper highlights some of the challenges associated with using engine thrust as a control effector. These challenges include slow engine response time, poorly modeled nonlinear engine dynamics, unmodeled inlet-airframe interactions, and difficulties with ground effect and gust rejection. Flight and simulation data illustrate these difficulties.

Installation for the catalytic afterburning of exhaust gases in the exhaust gas system of an internal combustion engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lange, K.

1974-12-06

An installation is described for the catalytic afterburning of exhaust gases in an internal combustion engine. The system includes a line by-passing the installation for the catalytic afterburning, in which is arranged a throttle valve actuated in dependence on the temperature of the installation. The throttle valve also can be actuated independently of the temperature of the installation, but in dependence of the oil pressure which continues to exist for a short period of time after turning off the engine.

Control concepts for the alleviation of windshears and gusts

NASA Technical Reports Server (NTRS)

Rynaski, E. G.; Govindaraj, K. S.

1982-01-01

Automatic control system design methods for gust and shear alleviation were studied. It is shown that automatic gust/shear alleviation systems can be quite effective if both throttle and elevator are used in harmony to produce the forces and moments required to counter the effects of the windshear. Regulation with respect to ground speed or airspeed results in very similar system designs. The application of the NASA total energy probe in the detection of windshear and criteria for alleviation is considered. The theory and application of robust output observers is extended. Design examples show how implementation of the control laws can be accomplished using observers, and thereby resulting in less complex control system configurations.

Control system and method for a power delivery system having a continuously variable ratio transmission

DOEpatents

Frank, A.A.

1984-07-10

A control system and method for a power delivery system, such as in an automotive vehicle, having an engine coupled to a continuously variable ratio transmission (CVT). Totally independent control of engine and transmission enable the engine to precisely follow a desired operating characteristic, such as the ideal operating line for minimum fuel consumption. CVT ratio is controlled as a function of commanded power or torque and measured load, while engine fuel requirements (e.g., throttle position) are strictly a function of measured engine speed. Fuel requirements are therefore precisely adjusted in accordance with the ideal characteristic for any load placed on the engine. 4 figs.

Optimal control of Formula One car energy recovery systems

NASA Astrophysics Data System (ADS)

Limebeer, D. J. N.; Perantoni, G.; Rao, A. V.

2014-10-01

The utility of orthogonal collocation methods in the solution of optimal control problems relating to Formula One racing is demonstrated. These methods can be used to optimise driver controls such as the steering, braking and throttle usage, and to optimise vehicle parameters such as the aerodynamic down force and mass distributions. Of particular interest is the optimal usage of energy recovery systems (ERSs). Contemporary kinetic energy recovery systems are studied and compared with future hybrid kinetic and thermal/heat ERSs known as ERS-K and ERS-H, respectively. It is demonstrated that these systems, when properly controlled, can produce contemporary lap time using approximately two-thirds of the fuel required by earlier generation (2013 and prior) vehicles.

Method and apparatus for rapid thrust increases in a turbofan engine

NASA Technical Reports Server (NTRS)

Cornett, J. E.; Corley, R. C.; Fraley, T. O.; Saunders, A. A., Jr. (Inventor)

1980-01-01

Upon a landing approach, the normal compressor stator schedule of a fan speed controlled turbofan engine is temporarily varied to substantially close the stators to thereby increase the fuel flow and compressor speed in order to maintain fan speed and thrust. This running of the compressor at an off-design speed substantially reduces the time required to subsequently advance the engine speed to the takeoff thrust level by advancing the throttle and opening the compressor stators.

Evaluation of Military Fuels Using a Ford 6.7L Powerstroke Diesel Engine

DTIC Science & Technology

2011-08-01

natural steady state values during idle testing steps. Engine oil cooler plumbing was factory integrated to the engine water jacket, thus not...Innospec Fuel Specialties DCI-4A. Per QPL-25017, the minimum effective treat rate of DCI-4A required an additive concentration level of 9ppm in the...dynamometer was used to control engine speed and dissipate load. Engine load was manipulated through the actuation of the engine throttle pedal assembly

Mathematical Model of the Jet Engine Fuel System

NASA Astrophysics Data System (ADS)

Klimko, Marek

2015-05-01

The paper discusses the design of a simplified mathematical model of the jet (turbo-compressor) engine fuel system. The solution will be based on the regulation law, where the control parameter is a fuel mass flow rate and the regulated parameter is the rotational speed. A differential equation of the jet engine and also differential equations of other fuel system components (fuel pump, throttle valve, pressure regulator) will be described, with respect to advanced predetermined simplifications.

An Evaluation of the Argentinean Basic Trainer Aircraft Domestic Development Project

DTIC Science & Technology

2012-03-01

Prototype, 1st jet built in Latin America 1947 IAe 31 Colibrí Two- seat Trainer aircraft 3 National design 1948 IAe 30 Ñancú Fighter/Attack prototype...37 Supersonic delta-wing interceptor (Glider, unpowered prototype only) 1 Designed by Reimar Horten. 1957 IAe 46 Ranquel 2- seat utility...return all surfaces to neutral. It must be operable from both positions, with priority on the rear command seat . • Ergonomic Throttle controls on the

Critical engine system design characteristics for SSTO vehicles

NASA Astrophysics Data System (ADS)

Fanciullo, Thomas J.; Judd, D. C.; Obrien, C. J.

1992-02-01

Engine system design characteristics are summarized for typical vertical take-off and landing (VTOL) and vertical take-off and horizontal landing (VTHL) Strategic Defense Initiative Organization (SDIO) single stage to orbit (SSTO) vehicles utilizing plug nozzle configurations. Power cycle selection trades involved the unique modular platelet engine (MPE) with the use of (1) LO2 and LH2 at fixed and variable mixture ratios, (2) LO2 and propane or RP-1, and (3) dual fuels (LO2 with LH2 and C3H8). The number of thrust cells and modules were optimized. Dual chamber bell and a cluster of conventional bell nozzle configurations were examined for comparison with the plug configuration. Thrust modulation (throttling) was selected for thrust vector control. Installed thrust ratings were established to provide an additional 20 percent overthrust capability for engine out operation. Turbopumps were designed to operate at subcritical speeds to facilitate a wide range of throttling and long life. A unique dual spool arrangement with hydrostatic bearings was selected for the LH2 turbopump. Controls and health monitoring with expert systems for diagnostics are critical subsystems to ensure minimum maintenance and supportability for a less than seven day turnaround. The use of an idle mode start, in conjunction with automated health condition monitoring, allows the rocket propulsion system to operate reliably in the manner of present day aircraft propulsion.

Integrated autopilot/autothrottle for the NASA TSRV B-737 aircraft: Design and verification by nonlinear simulation

NASA Technical Reports Server (NTRS)

Bruce, Kevin R.

1989-01-01

An integrated autopilot/autothrottle was designed for flight test on the NASA TSRV B-737 aircraft. The system was designed using a total energy concept and is attended to achieve the following: (1) fuel efficiency by minimizing throttle activity; (2) low development and implementation costs by designing the control modes around a fixed inner loop design; and (3) maximum safety by preventing stall and engine overboost. The control law was designed initially using linear analysis; the system was developed using nonlinear simulations. All primary design requirements were satisfied.

An alternative arrangement of metered dosing fluid using centrifugal pump

NASA Astrophysics Data System (ADS)

Islam, Md. Arafat; Ehsan, Md.

2017-06-01

Positive displacement dosing pumps are extensively used in various types of process industries. They are widely used for metering small flow rates of a dosing fluid into a main flow. High head and low controllable flow rates make these pumps suitable for industrial flow metering applications. However their pulsating flow is not very suitable for proper mixing of fluids and they are relatively more expensive to buy and maintain. Considering such problems, alternative techniques to control the fluid flow from a low cost centrifugal pump is practiced. These include - throttling, variable speed drive, impeller geometry control and bypass control. Variable speed drive and impeller geometry control are comparatively costly and the flow control by throttling is not an energy efficient process. In this study an arrangement of metered dosing flow was developed using a typical low cost centrifugal pump using bypass flow technique. Using bypass flow control technique a wide range of metered dosing flows under a range of heads were attained using fixed pump geometry and drive speed. The bulk flow returning from the system into the main tank ensures better mixing which may eliminate the need of separate agitators. Comparative performance study was made between the bypass flow control arrangement of centrifugal pump and a diaphragm type dosing pump. Similar heads and flow rates were attainable using the bypass control system compared to the diaphragm dosing pump, but using relatively more energy. Geometrical optimization of the centrifugal pump impeller was further carried out to make the bypass flow arrangement more energy efficient. Although both the systems run at low overall efficiencies but the capital cost could be reduced by about 87% compared to the dosing pump. The savings in capital investment and lower maintenance cost very significantly exceeds the relatively higher energy cost of the bypass system. This technique can be used as a cost effective solution for industries in Bangladesh and have been implemented in two salt iodization plants at Narayangang.

Integration Tests of the 4 kW-Class High Voltage Hall Accelerator Power Processing Unit with the HiVHAc and the SPT-140 Hall Effect Thrusters

NASA Technical Reports Server (NTRS)

Kamhawi, Hani; Pinero, Luis; Haag, Thomas; Huang, Wensheng; Ahern, Drew; Liang, Ray; Shilo, Vlad

2016-01-01

NASA's Science Mission Directorate is sponsoring the development of a 4 kW-class Hall propulsion system for implementation in NASA science and exploration missions. The main components of the system include the High Voltage Hall Accelerator (HiVHAc), an engineering model power processing unit (PPU) developed by Colorado Power Electronics, and a xenon flow control module (XFCM) developed by VACCO Industries. NASA Glenn Research Center is performing integrated tests of the Hall thruster propulsion system. This paper presents results from integrated tests of the PPU and XFCM with the HiVHAc engineering development thruster and a SPT-140 thruster provided by Space System Loral. The results presented in this paper demonstrate thruster discharge initiation along with open-loop and closed-loop control of the discharge current with anode flow for both the HiVHAc and the SPT-140 thrusters. Integrated tests with the SPT-140 thruster indicated that the PPU was able to repeatedly initiate the thruster's discharge, achieve steady state operation, and successfully throttle the thruster between 1.5 and 4.5 kW. The measured SPT-140 performance was identical to levels reported by Space Systems Loral.

Design and Demonstration of Emergency Control Modes for Enhanced Engine Performance

NASA Technical Reports Server (NTRS)

Liu, Yuan; Litt, Jonathan S.; Guo, Ten-Huei

2013-01-01

A design concept is presented for developing control modes that enhance aircraft engine performance during emergency flight scenarios. The benefits of increased engine performance to overall vehicle survivability during these situations may outweigh the accompanied elevated risk of engine failure. The objective involves building control logic that can consistently increase engine performance beyond designed maximum levels based on an allowable heightened probability of failure. This concept is applied to two previously developed control modes: an overthrust mode that increases maximum engine thrust output and a faster response mode that improves thrust response to dynamic throttle commands. This paper describes the redesign of these control modes and presents simulation results demonstrating both enhanced engine performance and robust maintenance of the desired elevated risk level.

System for throttling and compensation for variable feedstock properties

DOEpatents

Meyer, J. W.

1981-05-05

Apparatus is shown for adjusting the feed rate of pulverized feed material into a pressurized container. The apparatus also has utility for compensating for variations in the permeability of the feed material. A rotor that includes sprues with provision for controlling the pressure distribution along the sprues is located within the pressurized container. The rotor hub is connected to a drive means and a material supply means which extend through the wall of the container. A line for controlling pressure along the sprues by gas injection is connected to a chamber between sections of the sprue for controlling gas pressure at that point. The gas pressure control line is connected to a pressurized gas source and a control system external to the rotor. 10 figs.

System for throttling and compensation for variable feedstock properties

DOEpatents

Meyer, John W.

1981-01-01

Apparatus is shown for adjusting the feed rate of pulverized feed material into a pressurized container. The apparatus also has utility for compensating for variations in the permeability of the feed material. A rotor that includes sprues with provision for controlling the pressure distribution along the sprues is located within the pressurized container. The rotor hub is connected to a drive means and a material supply means which extend through the wall of the container. A line for controlling pressure along the sprues by gas injection is connected to a chamber between sections of the sprue for controlling gas pressure at that point. The gas pressure control line is connected to a pressurized gas source and a control system external to the rotor.

Near Discharge Cathode Assembly Plasma Potential Measurements in a 30-cm NSTAR Type Ion Engine During Beam Extraction

NASA Technical Reports Server (NTRS)

Herman, Daniel A.; Gallimore, Alec D.

2006-01-01

Floating emissive probe plasma potential data are presented over a two-dimensional array of locations in the near Discharge Cathode Assembly (DCA) region of a 30-cm diameter ring-cusp ion thruster. Discharge plasma data are presented with beam extraction at throttling conditions comparable to the NASA TH Levels 8, 12, and 15. The operating conditions of the Extended Life Test (ELT) of the Deep Space One (DS1) flight spare ion engine, where anomalous discharge keeper erosion occurred, were TH 8 and TH 12 consequently they are of specific interest in investigating discharge keeper erosion phenomena. The data do not validate the presence of a potential hill plasma structure downstream of the DCA, which has been proposed as a possible erosion mechanism. The data are comparable in magnitude to data taken by other researchers in ring-cusp electron-bombardment ion thrusters. The plasma potential structures are insensitive to thruster throttling level with a minimum as low as 14 V measured at the DCA exit plane and increasing gradually in the axial direction. A sharp increase in plasma potential to the bulk discharge value of 26 to 28 volts, roughly 10 mm radially from DCA centerline, was observed. Plasma potential measurements indicate a low-potential plume structure that is roughly 20 mm in diameter emanating from the discharge cathode that may be attributed to a free-standing plasma double layer.

Thrust Stand Characterization of the NASA Evolutionary Xenon Thruster (NEXT)

NASA Technical Reports Server (NTRS)

Diamant, Kevin D.; Pollard, James E.; Crofton, Mark W.; Patterson, Michael J.; Soulas, George C.

2010-01-01

Direct thrust measurements have been made on the NASA Evolutionary Xenon Thruster (NEXT) ion engine using a standard pendulum style thrust stand constructed specifically for this application. Values have been obtained for the full 40-level throttle table, as well as for a few off-nominal operating conditions. Measurements differ from the nominal NASA throttle table 10 (TT10) values by 3.1 percent at most, while at 30 throttle levels (TLs) the difference is less than 2.0 percent. When measurements are compared to TT10 values that have been corrected using ion beam current density and charge state data obtained at The Aerospace Corporation, they differ by 1.2 percent at most, and by 1.0 percent or less at 37 TLs. Thrust correction factors calculated from direct thrust measurements and from The Aerospace Corporation s plume data agree to within measurement error for all but one TL. Thrust due to cold flow and "discharge only" operation has been measured, and analytical expressions are presented which accurately predict thrust based on thermal thrust generation mechanisms.

Distributed reinforcement learning for adaptive and robust network intrusion response

NASA Astrophysics Data System (ADS)

Malialis, Kleanthis; Devlin, Sam; Kudenko, Daniel

2015-07-01

Distributed denial of service (DDoS) attacks constitute a rapidly evolving threat in the current Internet. Multiagent Router Throttling is a novel approach to defend against DDoS attacks where multiple reinforcement learning agents are installed on a set of routers and learn to rate-limit or throttle traffic towards a victim server. The focus of this paper is on online learning and scalability. We propose an approach that incorporates task decomposition, team rewards and a form of reward shaping called difference rewards. One of the novel characteristics of the proposed system is that it provides a decentralised coordinated response to the DDoS problem, thus being resilient to DDoS attacks themselves. The proposed system learns remarkably fast, thus being suitable for online learning. Furthermore, its scalability is successfully demonstrated in experiments involving 1000 learning agents. We compare our approach against a baseline and a popular state-of-the-art throttling technique from the network security literature and show that the proposed approach is more effective, adaptive to sophisticated attack rate dynamics and robust to agent failures.

Survey of Constellation-Era LOX/Methane Development Activities and Future Development Needs

NASA Technical Reports Server (NTRS)

Marshall, William M.; Stiegemeier, Benjamin; Greene, Sandra Elam; Hurlbert, Eric A.

2017-01-01

NASA formed the Constellation Program in 2005 to achieve the objectives of maintaining American presence in low-Earth orbit, returning to the moon for purposes of establishing an outpost, and laying the foundation to explore Mars and beyond in the first half of the 21st century. The Exploration Technology Development Program (ETDP) was formulated to address the technology needs to address Constellation architecture decisions. The Propellants and Cryogenic Advanced Development (PCAD) project was tasked with risk mitigation of specific propulsion related technologies to support ETDP. Propulsion systems were identified as critical technologies owing to the high gear-ratio of lunar Mars landers Cryogenic propellants offer performance advantage over storables (NTOMMH) Mass savings translate to greater payload capacity In-situ production of propellant an attractive feature; methane and oxygen identified as possible Martian in-situ propellants New technologies were required to meet more difficult missions High performance LOX/LH2 deep throttle descent engines High performance LOX/LCH4 ascent main and reaction control system (RCS) engines The PCAD project sought to provide those technologies through Reliable ignition pulse RCS Fast start High efficiency engines Stable deep throttling.

Progress in fuel systems to meet new fuel economy and emissions standards

DOE Office of Scientific and Technical Information (OSTI.GOV)

NONE

1995-12-31

This publication includes information describing the latest developments within the automotive industry on fuel system hardware and control strategies. Contents include: Slow heating process of a heated pintle-type gasoline fuel injector; Mixture preparation measurements; Study of fuel flow rate change in injector for methanol fueled S.I. engine; Flow and structural analysis for fuel pressure regulator performance; A new method to analyze fuel behavior in a spark ignition engine; Throttle body at engine idle -- tolerance effect on flow rate; and more.

Neural control of fast nonlinear systems--application to a turbocharged SI engine with VCT.

PubMed

Colin, Guillaume; Chamaillard, Yann; Bloch, Gérard; Corde, Gilles

2007-07-01

Today, (engine) downsizing using turbocharging appears as a major way in reducing fuel consumption and pollutant emissions of spark ignition (SI) engines. In this context, an efficient control of the air actuators [throttle, turbo wastegate, and variable camshaft timing (VCT)] is needed for engine torque control. This paper proposes a nonlinear model-based control scheme which combines separate, but coordinated, control modules. Theses modules are based on different control strategies: internal model control (IMC), model predictive control (MPC), and optimal control. It is shown how neural models can be used at different levels and included in the control modules to replace physical models, which are too complex to be online embedded, or to estimate nonmeasured variables. The results obtained from two different test benches show the real-time applicability and good control performance of the proposed methods.

Performance mapping of a 30 cm engineering model thruster

NASA Technical Reports Server (NTRS)

Poeschel, R. L.; Vahrenkamp, R. P.

1975-01-01

A 30 cm thruster representative of the engineering model design has been tested over a wide range of operating parameters to document performance characteristics such as electrical and propellant efficiencies, double ion and beam divergence thrust loss, component equilibrium temperatures, operational stability, etc. Data obtained show that optimum power throttling, in terms of maximum thruster efficiency, is not highly sensitive to parameter selection. Consequently, considerations of stability, discharge chamber erosion, thrust losses, etc. can be made the determining factors for parameter selection in power throttling operations. Options in parameter selection based on these considerations are discussed.

Pilot control through the TAFCOS automatic flight control system

NASA Technical Reports Server (NTRS)

Wehrend, W. R., Jr.

1979-01-01

The set of flight control logic used in a recently completed flight test program to evaluate the total automatic flight control system (TAFCOS) with the controller operating in a fully automatic mode, was used to perform an unmanned simulation on an IBM 360 computer in which the TAFCOS concept was extended to provide a multilevel pilot interface. A pilot TAFCOS interface for direct pilot control by use of a velocity-control-wheel-steering mode was defined as well as a means for calling up conventional autopilot modes. It is concluded that the TAFCOS structure is easily adaptable to the addition of a pilot control through a stick-wheel-throttle control similar to conventional airplane controls. Conventional autopilot modes, such as airspeed-hold, altitude-hold, heading-hold, and flight path angle-hold, can also be included.

B-737 Linear Autoland Simulink Model

NASA Technical Reports Server (NTRS)

Belcastro, Celeste (Technical Monitor); Hogge, Edward F.

2004-01-01

The Linear Autoland Simulink model was created to be a modular test environment for testing of control system components in commercial aircraft. The input variables, physical laws, and referenced frames used are summarized. The state space theory underlying the model is surveyed and the location of the control actuators described. The equations used to realize the Dryden gust model to simulate winds and gusts are derived. A description of the pseudo-random number generation method used in the wind gust model is included. The longitudinal autopilot, lateral autopilot, automatic throttle autopilot, engine model and automatic trim devices are considered as subsystems. The experience in converting the Airlabs FORTRAN aircraft control system simulation to a graphical simulation tool (Matlab/Simulink) is described.

Digital autopilots: Design considerations and simulator evaluations

NASA Technical Reports Server (NTRS)

Osder, S.; Neuman, F.; Foster, J.

1971-01-01

The development of a digital autopilot program for a transport aircraft and the evaluation of that system's performance on a transport aircraft simulator is discussed. The digital autopilot includes three axis attitude stabilization, automatic throttle control and flight path guidance functions with emphasis on the mode progression from descent into the terminal area through automatic landing. The study effort involved a sequence of tasks starting with the definition of detailed system block diagrams of control laws followed by a flow charting and programming phase and concluding with performance verification using the transport aircraft simulation. The autopilot control laws were programmed in FORTRAN 4 in order to isolate the design process from requirements peculiar to an individual computer.

A study of the application of singular perturbation theory. [development of a real time algorithm for optimal three dimensional aircraft maneuvers

NASA Technical Reports Server (NTRS)

Mehra, R. K.; Washburn, R. B.; Sajan, S.; Carroll, J. V.

1979-01-01

A hierarchical real time algorithm for optimal three dimensional control of aircraft is described. Systematic methods are developed for real time computation of nonlinear feedback controls by means of singular perturbation theory. The results are applied to a six state, three control variable, point mass model of an F-4 aircraft. Nonlinear feedback laws are presented for computing the optimal control of throttle, bank angle, and angle of attack. Real Time capability is assessed on a TI 9900 microcomputer. The breakdown of the singular perturbation approximation near the terminal point is examined Continuation methods are examined to obtain exact optimal trajectories starting from the singular perturbation solutions.

NEXT Propellant Management System Integration With Multiple Ion Thrusters

NASA Technical Reports Server (NTRS)

Sovey, James S.; Soulas, George C.; Herman, Daniel A.

2011-01-01

As a critical part of the NEXT test validation process, a multiple-string integration test was performed on the NEXT propellant management system and ion thrusters. The objectives of this test were to verify that the PMS is capable of providing stable flow control to multiple thrusters operating over the NEXT system throttling range and to demonstrate to potential users that the NEXT PMS is ready for transition to flight. A test plan was developed for the sub-system integration test for verification of PMS and thruster system performance and functionality requirements. Propellant management system calibrations were checked during the single and multi-thruster testing. The low pressure assembly total flow rates to the thruster(s) were within 1.4 percent of the calibrated support equipment flow rates. The inlet pressures to the main, cathode, and neutralizer ports of Thruster PM1R were measured as the PMS operated in 1-thruster, 2-thruster, and 3-thruster configurations. It was found that the inlet pressures to Thruster PM1R for 2-thruster and 3-thruster operation as well as single thruster operation with the PMS compare very favorably indicating that flow rates to Thruster PM1R were similar in all cases. Characterizations of discharge losses, accelerator grid current, and neutralizer performance were performed as more operating thrusters were added to the PMS. There were no variations in these parameters as thrusters were throttled and single and multiple thruster operations were conducted. The propellant management system power consumption was at a fixed voltage to the DCIU and a fixed thermal throttle temperature of 75 C. The total power consumed by the PMS was 10.0, 17.9, and 25.2 W, respectively, for single, 2-thruster, and 3-thruster operation with the PMS. These sub-system integration tests of the PMS, the DCIU Simulator, and multiple thrusters addressed, in part, the NEXT PMS and propulsion system performance and functionality requirements.

Orbital transfer rocket engine technology: Advanced engine study

NASA Technical Reports Server (NTRS)

Hayden, Warren R.

1992-01-01

An advanced LOX/LH2 engine study for the use of NASA and vehicle prime contractors in developing concepts for manned missions to the Moon, Mars, and Phobos is documented. Parametric design data was obtained at five engine thrusts from 7.5K lbf to 50K lbf. Also, a separate task evaluated engine throttling over a 20:1 range and operation at a mixture ratio of 12 plus or minus 1 versus the 6 plus or minus 1 nominal. Cost data was also generated for DDT&E, first unit production, and factors in other life cycle costs. The major limitation of the study was lack of contact with vehicle prime contractors to resolve the issues in vehicle/engine interfaces. The baseline Aerojet dual propellant expander cycle was shown capable of meeting all performance requirements with an expected long operational life due to the high thermal margins. The basic engine design readily accommodated the 20:1 throttling requirement and operation up to a mixture ratio of 10 without change. By using platinum for baffled injector construction the increased thermal margin allowed operation up to mixture ratio 13. An initial engine modeling with an Aerojet transient simulation code (named MLETS) indicates stable engine operation with the baseline control system. A throttle ratio of 4 to 5 seconds from 10 percent to 100 percent thrust is also predicted. Performance predictions are 483.1 sec at 7.5K lbf, 487.3 sec at 20K lbf, and 485.2 sec at 50K lbf with a mixture ratio of 6 and an area ratio of 1200. Engine envelopes varied from 120 in. length/53 in. exit diameter at 7.5K lbf to 305 in. length/136 in. exit diameter at 50 K lbf. Packaging will be an important consideration. Continued work is recommended to include more vehicle prime contractor/engine contractor joint assessment of the interface issues.

Simulation modelling for new gas turbine fuel controller creation.

NASA Astrophysics Data System (ADS)

Vendland, L. E.; Pribylov, V. G.; Borisov, Yu A.; Arzamastsev, M. A.; Kosoy, A. A.

2017-11-01

State of the art gas turbine fuel flow control systems are based on throttle principle. Major disadvantage of such systems is that they require high pressure fuel intake. Different approach to fuel flow control is to use regulating compressor. And for this approach because of controller and gas turbine interaction a specific regulating compressor is required. Difficulties emerge as early as the requirement definition stage. To define requirements for new object, his properties must be known. Simulation modelling helps to overcome these difficulties. At the requirement definition stage the most simplified mathematical model is used. Mathematical models will get more complex and detailed as we advance in planned work. If future adjusting of regulating compressor physical model to work with virtual gas turbine and physical control system is planned.

Adaptive Gas Turbine Engine Control for Deterioration Compensation Due to Aging

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Parker, Khary I.; Chatterjee, Santanu

2003-01-01

This paper presents an ad hoc adaptive, multivariable controller tuning rule that compensates for a thrust response variation in an engine whose performance has been degraded though use and wear. The upset appears when a large throttle transient is performed such that the engine controller switches from low-speed to high-speed mode. A relationship was observed between the level of engine degradation and the overshoot in engine temperature ratio, which was determined to cause the thrust response variation. This relationship was used to adapt the controller. The method is shown to work very well up to the operability limits of the engine. Additionally, since the level of degradation can be estimated from sensor data, it would be feasible to implement the adaptive control algorithm on-line.

Ground vehicle control at NIST: From teleoperation to autonomy

NASA Technical Reports Server (NTRS)

Murphy, Karl N.; Juberts, Maris; Legowik, Steven A.; Nashman, Marilyn; Schneiderman, Henry; Scott, Harry A.; Szabo, Sandor

1994-01-01

NIST is applying their Real-time Control System (RCS) methodology for control of ground vehicles for both the U.S. Army Researh Lab, as part of the DOD's Unmanned Ground Vehicles program, and for the Department of Transportation's Intelligent Vehicle/Highway Systems (IVHS) program. The actuated vehicle, a military HMMWV, has motors for steering, brake, throttle, etc. and sensors for the dashboard gauges. For military operations, the vehicle has two modes of operation: a teleoperation mode--where an operator remotely controls the vehicle over an RF communications network; and a semi-autonomous mode called retro-traverse--where the control system uses an inertial navigation system to steer the vehicle along a prerecorded path. For the IVHS work, intelligent vision processing elements replace the human teleoperator to achieve autonomous, visually guided road following.

Dynamics and Control of a Quadrotor with Active Geometric Morphing

NASA Astrophysics Data System (ADS)

Wallace, Dustin A.

Quadrotors are manufactured in a wide variety of shapes, sizes, and performance levels to fulfill a multitude of roles. Robodub Inc. has patented a morphing quadrotor which will allow active reconfiguration between various shapes for performance optimization across a wider spectrum of roles. The dynamics of the system are studied and modeled using Newtonian Mechanics. Controls are developed and simulated using both Linear Quadratic and Numerical Nonlinear Optimal control for a symmetric simplificiation of the system dynamics. Various unique vehicle capabilities are investigated, including novel single-throttle flight control using symmetric geometric morphing, as well as recovery from motor loss by reconfiguring into a trirotor configuration. The system dynamics were found to be complex and highly nonlinear. All attempted control strategies resulted in controllability, suggesting further research into each may lead to multiple viable control strategies for a physical prototype.

Influence of technological factors on characteristics of hybrid fluid-film bearings

NASA Astrophysics Data System (ADS)

Koltsov, A.; Prosekova, A.; Rodichev, A.; Savin, L.

2017-08-01

The influence of the parameters of micro- and macrounevenness on the characteristics of a hybrid bearing with slotted throttling is considered in the present paper. The quantitative assumptions of calculation of pressure distribution, load capacity, lubricant flow rate and power loss due to friction in a radial hybrid bearing with slotted throttling are taken into account, considering the shape, dimensions and roughness of the support surfaces inaccuracies. Numerical simulation of processes in the lubricating layer is based on the finite-difference solution of the Reynolds equation using an uneven orthogonal computational grid with adaptive condensation. The results of computational and physical experiments are presented.

Achieving energy efficiency during collective communications

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sundriyal, Vaibhav; Sosonkina, Masha; Zhang, Zhao

2012-09-13

Energy consumption has become a major design constraint in modern computing systems. With the advent of petaflops architectures, power-efficient software stacks have become imperative for scalability. Techniques such as dynamic voltage and frequency scaling (called DVFS) and CPU clock modulation (called throttling) are often used to reduce the power consumption of the compute nodes. To avoid significant performance losses, these techniques should be used judiciously during parallel application execution. For example, its communication phases may be good candidates to apply the DVFS and CPU throttling without incurring a considerable performance loss. They are often considered as indivisible operations although littlemore » attention is being devoted to the energy saving potential of their algorithmic steps. In this work, two important collective communication operations, all-to-all and allgather, are investigated as to their augmentation with energy saving strategies on the per-call basis. The experiments prove the viability of such a fine-grain approach. They also validate a theoretical power consumption estimate for multicore nodes proposed here. While keeping the performance loss low, the obtained energy savings were always significantly higher than those achieved when DVFS or throttling were switched on across the entire application run« less

Minimum Climb to Cruise Noise Trajectories Modeled for the High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.

1998-01-01

The proposed U.S. High Speed Civil Transport (HSCT) will revolutionize commercial air travel by providing economical supersonic passenger service to destinations worldwide. Unlike the high-bypass turbofan engines that propel today's subsonic airliners, HSCT engines will have much higher jet exhaust speeds. Jet noise, caused by the turbulent mixing of high-speed exhaust with the surrounding air, poses a significant challenge for HSCT engine designers. To resolve this challenge, engineers have designed advanced mixer rejector nozzles that reduce HSCT jet noise to airport noise certification levels by entraining and mixing large quantities of ambient air with the engines' jet streams. Although this works well during the first several minutes of flight, far away from the airport, as the HSCT gains speed and climbs, poor ejector inlet recovery and ejector ram drag contribute to poor thrust, making it advantageous to turn off the ejector. Doing so prematurely, however, can cause unacceptable noise levels to propagate to the ground, even when the aircraft is many miles from the airport. This situation lends itself ideally to optimization, where the aircraft trajectory, throttle setting, and ejector setting can be varied (subject to practical aircraft constraints) to minimize the noise propagated to the ground. A method was developed at the NASA Lewis Research Center that employs a variation of the classic energy state approximation: a trajectory analysis technique historically used to minimize climb time or fuel burned in many aircraft problems. To minimize the noise on the ground at any given throttle setting, high aircraft altitudes are desirable; but the HSCT may either climb quickly to high altitudes using a high, noisy throttle setting or climb more slowly at a lower, quieter throttle setting. An optimizer has been programmed into NASA's existing aircraft and noise analysis codes to balance these options by dynamically choosing the best altitude-velocity path and throttle setting history. The noise level standard, or metric, used in the optimizer should be one that accurately reflects the subjective annoyance levels of ground-based observers under the flight path. A variety of noise metrics are available, many of which are practical for airport-vicinity noise certification. Unlike airport noise, however, the HSCT's climb noise will be characterized by relatively low noise levels, long durations, and low-frequency spectra. The noise metrics used in these calculations are based on the recommendations of researchers at the NASA Langley Research Center, who have correlated the flyover noise annoyance levels of actual laboratory subjects with a variety of measurements. Analysis of data from this optimizer has shown that significant reductions in noise may be obtained with trajectory optimization. And since throttling operations are performed in the subsonic portion of the climb path (where thrust is plentiful), only small penalties in HSCT range or fuel performance occur.

Engine combustion control at low loads via fuel reactivity stratification

DOEpatents

Reitz, Rolf Deneys; Hanson, Reed M; Splitter, Derek A; Kokjohn, Sage L

2014-10-07

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

Close up view of the center console on the flight ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Close up view of the center console on the flight deck of the Orbiter Discovery showing the console's instrumentation and controls. The commanders station is located to the left in this view and the pilot's station is to the right in the view. The handle and lever located on the right side of the center console and towards its front is one of a pair, the commander has one on the left of his seat in his station, of Speed Brake/Thrust Controllers. These are dual purpose controllers. During ascent the controller can be use to throttle the main engines and during entry the controllers can be used to control aerodynamic drag by opening or closing the orbiter's speed brake. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Simulation Analysis of Computer-Controlled pressurization for Mixture Ratio Control

NASA Technical Reports Server (NTRS)

Alexander, Leslie A.; Bishop-Behel, Karen; Benfield, Michael P. J.; Kelley, Anthony; Woodcock, Gordon R.

2005-01-01

A procedural code (C++) simulation was developed to investigate potentials for mixture ratio control of pressure-fed spacecraft rocket propulsion systems by measuring propellant flows, tank liquid quantities, or both, and using feedback from these measurements to adjust propellant tank pressures to set the correct operating mixture ratio for minimum propellant residuals. The pressurization system eliminated mechanical regulators in favor of a computer-controlled, servo- driven throttling valve. We found that a quasi-steady state simulation (pressure and flow transients in the pressurization systems resulting from changes in flow control valve position are ignored) is adequate for this purpose. Monte-Carlo methods are used to obtain simulated statistics on propellant depletion. Mixture ratio control algorithms based on proportional-integral-differential (PID) controller methods were developed. These algorithms actually set target tank pressures; the tank pressures are controlled by another PID controller. Simulation indicates this approach can provide reductions in residual propellants.

Algorithm for fuel conservative horizontal capture trajectories

NASA Technical Reports Server (NTRS)

Neuman, F.; Erzberger, H.

1981-01-01

A real time algorithm for computing constant altitude fuel-conservative approach trajectories for aircraft is described. The characteristics of the trajectory computed were chosen to approximate the extremal trajectories obtained from the optimal control solution to the problem and showed a fuel difference of only 0.5 to 2 percent for the real time algorithm in favor of the extremals. The trajectories may start at any initial position, heading, and speed and end at any other final position, heading, and speed. They consist of straight lines and a series of circular arcs of varying radius to approximate constant bank-angle decelerating turns. Throttle control is maximum thrust, nominal thrust, or zero thrust. Bank-angle control is either zero or aproximately 30 deg.

Baseline tests of the C. H. Waterman Renault 5 electric passenger vehicle

NASA Technical Reports Server (NTRS)

Sargent, N. B.; Mcbrien, E. F.; Slavick, R. J.

1977-01-01

The Waterman vehicle, a four passenger Renault 5 GTL, performance test results are presented and characterized the state-of-the-art of electric vehicles. It was powered by sixteen 6-volt traction batteries through a two-step contactor controller actuated by a foot throttle to change the voltage applied to the 6.7 -kilowatt motor. The motor output shaft was connected to a front-wheel-drive transaxle that contains a four-speed manual transmission and clutch. The braking system was a conventional hydraulic braking system.

Baseline tests of the C. H. Waterman DAF electric passenger vehicle

NASA Technical Reports Server (NTRS)

Sargent, N. B.; Maslowski, E. A.; Soltis, R. F.; Schuh, R. M.

1977-01-01

An electric vehicle was tested as part of an Energy Research Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles. The Waterman vehicle performance test results are presented in this report. The vehicle is a converted four-passenger DAF 46 sedan. It is powered by sixteen 6-volt traction batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 6.7 kW motor. The braking system is a conventional hydraulic braking system.

MANPRINT Evaluation of the High Mobility Multipurpose Wheeled Vehicle-Heavy Variant (HMMWV-HV)

DTIC Science & Technology

1990-02-01

gap between brake and gas pedal . Knee hits throttle control. Metal below seat hits back of calf muscle. Visibility Is the driver’s visibility adequate...24, No - 0, NA - 0] Gas pedal : 79. Parked? [Yes - 24, No - 0, NA - 0] 80. Primary and Secondary roads? [Yes - 24, No - 0, NA - 0] 81. Cross-country...Yes - 24, No - 0, NA - 0] 89 Brake pedal : 82. Parked? [Yes - 24, No - 0, NA - 0] 83. Primary and Secondary roads? [Yes - 24, No - 0, NA - 0] 84

Ascent Guidance for a Winged Boost Vehicle. M.S. Thesis

NASA Technical Reports Server (NTRS)

Corvin, Michael Alexander

1988-01-01

The objective of the advanced ascent guidance study was to investigate guidance concepts which could contribute to increased autonomy during ascent operations in a winged boost vehicle such as the proposed Shuttle II. The guidance scheme was required to yield near a full-optimal ascent in the presence of vehicle system and environmental dispersions. The study included consideration of trajectory shaping issues, trajectory design, closed loop and predictive adaptive guidance techniques and control of dynamic pressure by throttling. An extensive ascent vehicle simulation capability was developed for use in the study.

Penetration and Duration of Fuel Sprays from a Pump Injection System

NASA Technical Reports Server (NTRS)

Rothrock, A M; Marsh, E T

1931-01-01

High-speed motion pictures were taken of individual fuel sprays from a pump injection system. The changes in the spray-tip penetration with changes in the pump speed, injection-valve opening and closing pressures, discharge-orifice area, injection-tube length and diameter, and pump throttle setting were measured. In addition, the effects of the variables on the time lag and duration of injection can be controlled by the dimensions of the injection tube, the area of the discharge orifice, and the injection-valve opening and closing pressures.

Rates of fuel discharge as affected by the design of fuel-injection systems for internal-combustion engines

NASA Technical Reports Server (NTRS)

Gelalles, A G; Marsh, E T

1933-01-01

Using the method of weighing fuel collected in a receiver during a definite interval of the injection period, rates of discharge were determined, and the effects noted, when various changes were made in a fuel-injection system. The injection system consisted primarily of a by-pass controlled fuel pump and an automatic injection valve. The variables of the system studied were the pump speed, pump-throttle setting, discharge-orifice diameter, injection-valve opening and closing pressures, and injection-tube length and diameter.

Penetration and Duration of Fuel Sprays from a Pump Injection System

NASA Technical Reports Server (NTRS)

Rothrock, A M; Marsh, E T

1934-01-01

High-speed motion pictures were taken of individual fuel sprays from a pump injection system. The changes in the spray-tip penetration with changes in the pump speed, injection-valve opening and closing pressures, discharge-orifice area, injection-tube length and diameter, and pump throttle setting were measured. The pump was used with and without a check valve. The results show that the penetration of the spray tip can be controlled by the dimensions of the injection tube, the area of the discharge orifice, and the injection-valve opening and closing pressures.

Preliminary results of the mission profile life test of a 30 cm Hg bombardment thruster

NASA Technical Reports Server (NTRS)

Bechtel, R. T.; James, E. L.

1979-01-01

Long term tests were performed on a 30 cm Hg bombardment thruster and a power processing unit to determine lifetime characteristics. The thruster performance data and other operational characteristics taken at various times during the test segment are presented and evaluated with the life limiting mechanisms: discharge chamber erosion, deposition and spalling, external erosion, cathode degradation, and propellant isolator leakage. The control algorithms for thruster start up, steady state operation, throttle, detection and correction of off normal conditions, and shutdown are discussed.

Adaptive Control of a Transport Aircraft Using Differential Thrust

NASA Technical Reports Server (NTRS)

Stepanyan, Vahram; Krishnakumar, Kalmanje; Nguyen, Nhan

2009-01-01

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.

Emergency Flight Control Using Only Engine Thrust and Lateral Center-of-Gravity Offset: A First Look

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Burken, John; Maine, Trindel A.; Bull, John

1997-01-01

Normally, the damage that results in a total loss of the primary flight controls of a jet transport airplane, including all engines on one side, would be catastrophic. In response, NASA Dryden has conceived an emergency flight control system that uses only the thrust of a wing-mounted engine along with a lateral center-of-gravity (CGY) offset from fuel transfer. Initial analysis and simulation studies indicate that such a system works, and recent high-fidelity simulation tests on the MD-11 and B-747 suggest that the system provides enough control for a survivable landing. This paper discusses principles of flight control using only a wing engine thrust and CGY offset, along with the amount of CGY offset capability of some transport airplanes. The paper also presents simulation results of the throttle-only control capability and closed-loop control of ground track using computer-controlled thrust.

Bipedal vs. unipedal: a comparison between one-foot and two-foot driving in a driving simulator.

PubMed

Wang, Dong-Yuan Debbie; Richard, F Dan; Cino, Cullen R; Blount, Trevin; Schmuller, Joseph

2017-04-01

Is it better to drive with one foot or with two feet? Although two-foot driving has fostered interminable debate in the media, no scientific and systematic research has assessed this issue and federal and local state governments have provided no answers. The current study compared traditional unipedal (one-foot driving, using the right foot to control the accelerator and the brake pedal) with bipedal (two-foot driving, using the right foot to control the accelerator and the left foot to control the brake pedal) responses to a visual stimulus in a driving simulator study. Each of 30 undergraduate participants drove in a simulated driving scenario. They responded to a STOP sign displayed on the centre of the screen by bringing their vehicle to a complete stop. Brake RT was shorter under the bipedal condition, while throttle RT showed advantage under the unipedal condition. Stopping time and distance showed a bipedal advantage, however. We discuss further limitations of the current study and implications in a driving task. Before drawing any conclusions from the simulator study, further on-road driving tests are necessary to confirm these obtained bipedal advantages. Practitioner Summary: Traditional unipedal (using the right foot to control the accelerator and the brake pedal) with bipedal (using the right foot to control the accelerator and the left foot to control the brake pedal) responses to a visual stimulus in a driving simulator were compared. Our results showed a bipedal advantage. Promotion: Although two-foot driving has fostered interminable debate in the media, no scientific and systematic research has assessed this issue and federal and local state governments have provided no answers. Traditional (one-foot driving, using the right foot to control the accelerator and the brake pedal) with bipedal (using the right foot to control the accelerator and the left foot to control the brake pedal) responses to a visual stimulus in a simulated driving study were compared. Throttle reaction time was faster in the unipedal condition whereas brake reaction time, stopping time and stopping distance showed a bipedal advantage. We discuss further theoretical issues and implications in a driving task.

A Novel Multi-Sensor Environmental Perception Method Using Low-Rank Representation and a Particle Filter for Vehicle Reversing Safety

PubMed Central

Zhang, Zutao; Li, Yanjun; Wang, Fubing; Meng, Guanjun; Salman, Waleed; Saleem, Layth; Zhang, Xiaoliang; Wang, Chunbai; Hu, Guangdi; Liu, Yugang

2016-01-01

Environmental perception and information processing are two key steps of active safety for vehicle reversing. Single-sensor environmental perception cannot meet the need for vehicle reversing safety due to its low reliability. In this paper, we present a novel multi-sensor environmental perception method using low-rank representation and a particle filter for vehicle reversing safety. The proposed system consists of four main steps, namely multi-sensor environmental perception, information fusion, target recognition and tracking using low-rank representation and a particle filter, and vehicle reversing speed control modules. First of all, the multi-sensor environmental perception module, based on a binocular-camera system and ultrasonic range finders, obtains the distance data for obstacles behind the vehicle when the vehicle is reversing. Secondly, the information fusion algorithm using an adaptive Kalman filter is used to process the data obtained with the multi-sensor environmental perception module, which greatly improves the robustness of the sensors. Then the framework of a particle filter and low-rank representation is used to track the main obstacles. The low-rank representation is used to optimize an objective particle template that has the smallest L-1 norm. Finally, the electronic throttle opening and automatic braking is under control of the proposed vehicle reversing control strategy prior to any potential collisions, making the reversing control safer and more reliable. The final system simulation and practical testing results demonstrate the validity of the proposed multi-sensor environmental perception method using low-rank representation and a particle filter for vehicle reversing safety. PMID:27294931

A Novel Multi-Sensor Environmental Perception Method Using Low-Rank Representation and a Particle Filter for Vehicle Reversing Safety.

PubMed

Zhang, Zutao; Li, Yanjun; Wang, Fubing; Meng, Guanjun; Salman, Waleed; Saleem, Layth; Zhang, Xiaoliang; Wang, Chunbai; Hu, Guangdi; Liu, Yugang

2016-06-09

Environmental perception and information processing are two key steps of active safety for vehicle reversing. Single-sensor environmental perception cannot meet the need for vehicle reversing safety due to its low reliability. In this paper, we present a novel multi-sensor environmental perception method using low-rank representation and a particle filter for vehicle reversing safety. The proposed system consists of four main steps, namely multi-sensor environmental perception, information fusion, target recognition and tracking using low-rank representation and a particle filter, and vehicle reversing speed control modules. First of all, the multi-sensor environmental perception module, based on a binocular-camera system and ultrasonic range finders, obtains the distance data for obstacles behind the vehicle when the vehicle is reversing. Secondly, the information fusion algorithm using an adaptive Kalman filter is used to process the data obtained with the multi-sensor environmental perception module, which greatly improves the robustness of the sensors. Then the framework of a particle filter and low-rank representation is used to track the main obstacles. The low-rank representation is used to optimize an objective particle template that has the smallest L-1 norm. Finally, the electronic throttle opening and automatic braking is under control of the proposed vehicle reversing control strategy prior to any potential collisions, making the reversing control safer and more reliable. The final system simulation and practical testing results demonstrate the validity of the proposed multi-sensor environmental perception method using low-rank representation and a particle filter for vehicle reversing safety.

Throttling Tor Bandwidth Parasites

DTIC Science & Technology

2011-09-23

this section, “ vanilla ” rep- resents unmodified Tor using a round-robin circuit scheduler and no throttling and can be used to compare results...and valid between 03:00:00 and 06:00:00. 7 0 5 10 15 20 Web Time to First Byte (s) 0.0 0.2 0.4 0.6 0.8 1.0 Cu m ul at iv e Fr ac tio n vanilla 5...KiBps 50 KiBps 300 KiBps (a) 0 5 10 15 20 25 30 Web Download Time (s) 0.0 0.2 0.4 0.6 0.8 1.0 Cu m ul at iv e Fr ac tio n vanilla 5 KiBps 50 KiBps 300

Ion-thruster propellant utilization

NASA Technical Reports Server (NTRS)

Kaufman, H. R.

1971-01-01

The evaluation and understanding of maximum propellant utilization, with mercury used as the propellant are presented. The primary-electron region in the ion chamber of a bombardment thruster is analyzed at maximum utilization. The results of this analysis, as well as experimental data from a range of ion-chamber configurations, show a nearly constant loss rate for unionized propellant at maximum utilization over a wide range of total propellant flow rate. The discharge loss level of 1000 eV/ion was used as a definition of maximum utilization, but the exact level of this definition has no effect on the qualitative results and little effect on the quantitative results. There are obvious design applications for the results of this investigation, but the results are particularly significant whenever efficient throttled operation is required.

Personnel emergency carrier vehicle

NASA Technical Reports Server (NTRS)

Owens, Lester J. (Inventor); Fedor, Otto H. (Inventor)

1987-01-01

A personnel emergency carrier vehicle is disclosed which includes a vehicle frame supported on steerable front wheels and driven rear wheels. A supply of breathing air is connected to quick connect face mask coupling and umbilical cord couplings for supplying breathing air to an injured worker or attendant either with or without a self-contained atmospheric protection suit for protection against hazardous gases at an accident site. A non-sparking hydraulic motion is utilized to drive the vehicle and suitable direction and throttling controls are provided for controlling the delivery of a hydraulic driving fluid from a pressurized hydraulic fluid accumulator. A steering axis is steerable through a handle to steer the front wheels through a linkage assembly.

Acceleration of cosmic rays by turbulence during reconnection events

NASA Astrophysics Data System (ADS)

Drake, Jim

2007-05-01

A Fermi-like model for energetic electron production during magnetic reconnection is described that converts a substantial fraction of released magnetic energy into energetic electrons [1]. Magnetic reconnection with a guide field leads to the growth and dynamics of multiple magnetic islands rather than a single large x-line. Electrons trapped within islands gain energy as they reflect from ends of contracting magnetic islands. The resulting rate of energy gain dominates that from parallel electric fields. The pressure from energetic electrons rises rapidly until the rate of electron energy gain balances the rate of magnetic energy release, establishing for the first time a link between the energy gain of electrons and the released magnetic energy. The energetic particle pressure therefore throttles the rate of reconnection. A transport equation for the distribution of energetic particles, including their feedback on island contraction, is obtained by averaging over the particle interaction with many islands. The steady state solutions in reconnection geometry result from convective losses balancing the Fermi drive. At high energy distribution functions take the form of a powerlaw whose spectral index depends only on the initial electron β, lower (higher) β producing harder (softer) spectra. The spectral index matches that seen in recent Wind spacecraft observations in the Earth's magnetotail. Harder spectra are predicted for the low β conditions of the solar corona or other astrophysical systems. Ions can be similarly accelerated if they are above an energy threshold. 1. J. F. Drake, M. Swisdak, H. Che and M. Shay, Nature 443, 553, 2006.

ATD-2 Surface Scheduling and Metering Concept

NASA Technical Reports Server (NTRS)

Coppenbarger, Richard A.; Jung, Yoon Chul; Capps, Richard Alan; Engelland, Shawn A.

2017-01-01

This presentation describes the concept of ATD-2 tactical surface scheduling and metering. The concept is composed of several elements, including data exchange and integration; surface modeling; surface scheduling; and surface metering. The presentation explains each of the elements. Surface metering is implemented to balance demand and capacity• When surface metering is on, target times from surface scheduler areconverted to advisories for throttling demand• Through the scheduling process, flights with CTOTs will not get addedmetering delay (avoids potential for ‘double delay’)• Carriers can designate certain flights as exempt from metering holds• Demand throttle in Phase 1 at CLT is through advisories sent to rampcontrollers for pushback instructions to the flight deck– Push now– Hold for an advised period of time (in minutes)• Principles of surface metering can be more generally applied to otherairports in the NAS to throttle demand via spot-release times (TMATs Strong focus on optimal use of airport resources• Flexibility enables stakeholders to vary the amount of delay theywould like transferred to gate• Addresses practical aspects of executing surface metering in aturbulent real world environment• Algorithms designed for both short term demand/capacityimbalances (banks) or sustained metering situations• Leverage automation to enable surface metering capability withoutrequiring additional positions• Represents first step in Tactical/Strategic fusion• Provides longer look-ahead calculations to enable analysis ofstrategic surface metering potential usage

Engine combustion control at low loads via fuel reactivity stratification

DOE Office of Scientific and Technical Information (OSTI.GOV)

Reitz, Rolf Deneys; Hanson, Reed M.; Splitter, Derek A.

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustionmore » chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.« less

Theoretical evaluation of the vapor compression cycle with a liquid-line/suction-line heat exchanger, economizer, and ejector

DOE Office of Scientific and Technical Information (OSTI.GOV)

Domanski, P.A.

1995-03-01

The report presents a theoretical analysis of three vapor compression cycles which are derived from the Rankine cycle by incorporating a liquid-line/suction-line heat exchanger, economizer, or ejector. These addendums to the basic cycle reduce throttling losses using different principles, and they require different mechanical hardware of different complexity and cost. The theoretical merits of the three modified cycles were evaluated in relation to the reversed Carnot and Rankine cycle. Thirty-eight fluids were included in the study using the Carnahan-Starling-DeSantis equation of state. In general, the benefit of these addendums increases with the amount of the throttling losses realized by themore » refrigerant in the Rankine cycle.« less

Propulsion Technology Needs for Exploration

NASA Technical Reports Server (NTRS)

Brown, Thomas

2007-01-01

The objectives of currently planned exploration efforts, as well as those further in the future, require significant advancements in propulsion technologies. The current Lunar exploration architecture has set goals and mission objectives that necessitate the use of new systems and the extension of existing technologies beyond present applications. In the near term, the majority of these technologies are the result of a need to apply high performing cryogenic propulsion systems to long duration in-space applications. Advancement of cryogenic propulsion to these applications is crucial to provide higher performing propulsion systems that reduce the vehicle masses; enhance the safety of vehicle systems and ground operations; and provide a path for In-situ Resource Utilization (ISRU).Use of a LOX/LH2 main propulsion system for Lunar Lander Descent is a top priority because more conventional storable propellants are far from meeting the performance needs of the current architecture. While LOX/LH2 pump feed engines have been used in flight applications for many years, these engines have limited throttle capabilities. Engines that are capable of much greater throttling while still meeting high performance goals are a necessity to achieving exploration goals. Applications of LOX/CH4 propulsion to Lander ascent propulsion systems and reaction control systems are also if interest because of desirable performance and operations improvements over conventional storable systems while being more suitable for use of in-situ produced propellants. Within the current lunar architecture, use of cryogenic propulsion for the Earth Departure Stage and Lunar Lander elements also necessitate the need for advanced Cryogenic Fluid Management technologies. These technologies include long duration propellant storage/distribution, low-gravity propellant management, cryogenic couplings and disconnects, light weight composite tanks and support structure, and subsystem integration. In addition to the propulsive and fluid management system technologies described, many component level technologies are also required to enable to the success if the integrated systems. The components include, but are not limited to, variable/throttling valves, variable position actuators, leak detectors, light weight cryogenic fluid pumps, sensor technology and others. NASA, partnering with the Aerospace Industry must endeavor to develop these, and other promising propulsion technologies, to enable the implements of the country's goals in exploration of the Moon, Mars and beyond.

A computer program for detailed analysis of the takeoff and approach performance capabilities of transport category aircraft

NASA Technical Reports Server (NTRS)

Foss, W. E., Jr.

1979-01-01

The takeoff and approach performance of an aircraft is calculated in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. The program may be used to investigate advanced operational procedures for noise alleviation such as programmed throttle and flap controls. Extensive profile time history data are generated and are placed on an interface file which can be input directly to the NASA aircraft noise prediction program (ANOPP).

The 727 approach energy management system avionics specification (preliminary)

NASA Technical Reports Server (NTRS)

Jackson, D. O.; Lambregts, A. A.

1976-01-01

Hardware and software requirements for an Approach Energy Management System (AEMS) consisting of an airborne digital computer and cockpit displays are presented. The displays provide the pilot with a visual indication of when to manually operate the gear, flaps, and throttles during a delayed flap approach so as to reduce approach time, fuel consumption, and community noise. The AEMS is an independent system that does not interact with other navigation or control systems, and is compatible with manually flown or autopilot coupled approaches. Operational use of the AEMS requires a DME ground station colocated with the flight path reference.

High Acceleration Cockpit Controller Locations. Volume 3. Onsite Pilot Evaluations

DTIC Science & Technology

1975-05-01

Ratings 31 9 Post Cockpit Questionnaire - Design Feature Ratings 32 VI A/A, A-A AAI A/C ACF ACM AFCS A/G CAP Chan CRT Coram DFC ...Negative Responses TASK RESPONSES NEGATIVE COMMENTS YES MAYBE NO MONITOR FBW STATUS 28 9 3 Obscured by throttles ACTIVATE FBW DFC , MVR, FUS AIM...4J 0 X O 4J O CO o Q UH U-l iH CJ i-H ^ i-1 TD CJ CO 4J CO 01 s c 0 O 4-1 o C 0 C X Si C 0) C -rl C cu C CO c

Internal combustion engine control for series hybrid electric vehicles by parallel and distributed genetic programming/multiobjective genetic algorithms

NASA Astrophysics Data System (ADS)

Gladwin, D.; Stewart, P.; Stewart, J.

2011-02-01

This article addresses the problem of maintaining a stable rectified DC output from the three-phase AC generator in a series-hybrid vehicle powertrain. The series-hybrid prime power source generally comprises an internal combustion (IC) engine driving a three-phase permanent magnet generator whose output is rectified to DC. A recent development has been to control the engine/generator combination by an electronically actuated throttle. This system can be represented as a nonlinear system with significant time delay. Previously, voltage control of the generator output has been achieved by model predictive methods such as the Smith Predictor. These methods rely on the incorporation of an accurate system model and time delay into the control algorithm, with a consequent increase in computational complexity in the real-time controller, and as a necessity relies to some extent on the accuracy of the models. Two complementary performance objectives exist for the control system. Firstly, to maintain the IC engine at its optimal operating point, and secondly, to supply a stable DC supply to the traction drive inverters. Achievement of these goals minimises the transient energy storage requirements at the DC link, with a consequent reduction in both weight and cost. These objectives imply constant velocity operation of the IC engine under external load disturbances and changes in both operating conditions and vehicle speed set-points. In order to achieve these objectives, and reduce the complexity of implementation, in this article a controller is designed by the use of Genetic Programming methods in the Simulink modelling environment, with the aim of obtaining a relatively simple controller for the time-delay system which does not rely on the implementation of real time system models or time delay approximations in the controller. A methodology is presented to utilise the miriad of existing control blocks in the Simulink libraries to automatically evolve optimal control structures.

Motion control of multi-actuator hydraulic systems for mobile machineries: Recent advancements and future trends

NASA Astrophysics Data System (ADS)

Xu, Bing; Cheng, Min

2018-06-01

This paper presents a survey of recent advancements and upcoming trends in motion control technologies employed in designing multi-actuator hydraulic systems for mobile machineries. Hydraulic systems have been extensively used in mobile machineries due to their superior power density and robustness. However, motion control technologies of multi-actuator hydraulic systems have faced increasing challenges due to stringent emission regulations. In this study, an overview of the evolution of existing throttling control technologies is presented, including open-center and load sensing controls. Recent advancements in energy-saving hydraulic technologies, such as individual metering, displacement, and hybrid controls, are briefly summarized. The impact of energy-saving hydraulic technologies on dynamic performance and control solutions are also discussed. Then, the advanced operation methods of multi-actuator mobile machineries are reviewed, including coordinated and haptic controls. Finally, challenges and opportunities of advanced motion control technologies are presented by providing an overall consideration of energy efficiency, controllability, cost, reliability, and other aspects.

Solid State Digital Propulsion "Cluster Thrusters" For Small Satellites Using High Performance Electrically Controlled Extinguishable Solid Propellants (ECESP)

NASA Technical Reports Server (NTRS)

Sawka, Wayne N.; Katzakian, Arthur; Grix, Charles

2005-01-01

Electrically controlled extinguishable solid propellants (ESCSP) are capable of multiple ignitions, extinguishments and throttle control by the application of electrical power. Both core and end burning no moving parts ECESP grains/motors to three inches in diameter have now been tested. Ongoing research has led to a newer family of even higher performance ECESP providing up to 10% higher performance, manufacturing ease, and significantly higher electrical conduction. The high conductivity was not found to be desirable for larger motors; however it is ideal for downward scaling to micro and pico- propulsion applications with a web thickness of less than 0.125 inch/ diameter. As a solid solution propellant, this ECESP is molecularly uniform, having no granular structure. Because of this homogeneity and workable viscosity it can be directly cast into thin layers or vacuum cast into complex geometries. Both coaxial and grain stacks have been demonstrated. Combining individual propellant coaxial grains and/or grain stacks together form three-dimensional arrays yield modular cluster thrusters. Adoption of fabless manufacturing methods and standards from the electronics industry will provide custom, highly reproducible micro-propulsion arrays and clusters at low costs. These stack and cluster thruster designs provide a small footprint saving spacecraft surface area for solar panels and/or experiments. The simplicity of these thrusters will enable their broad use on micro-pico satellites for primary propulsion, ACS and formation flying applications. Larger spacecraft may find uses for ECESP thrusters on extended booms, on-orbit refueling, pneumatic actuators, and gas generators.

The assessment of engine losses due to friction and lubricant limitations. Final report May 80-Mar 81

DOE Office of Scientific and Technical Information (OSTI.GOV)

Taylor, C.F.; Taylor, T. Jr; Kallin, R.L.

A major area for improving the efficiency of spark ignition and diesel engines is a reduction of frictional losses. Existing literature on engine friction was used as a basis for estimating possible gains in engine fuel economy which look promising within the constraints of modern practice. The means considered include reduction in oil viscosity, increase in bearing and piston clearances, possible changes in piston and valve gear design, and reduction of pumping losses. Estimates indicate potential fuel consumption improvements of 3 to 4% for Otto-Cycle at wide open throttle, 7 to 9% for Otto-Cycle at road load, 4 to 5%more » for diesel at wide open throttle, and 6% for diesel at road-load. Much larger gains at road load could be obtained by using a stratified charge system which requires no air throttling. A literature search on techniques for measuring engine friction under firing conditions was also performed and various concepts employing Pressure-Volume Indicator Diagrams were assessed. Balanced pressure and direct pressure measurement in concert with instantaneous measurement of piston position provide the most reliable and repeatable assessment of engine efficiency. Pressure measurements in the range of 1/2 to 1% are achievable with digital processing techniques reducing dramatically the time and effort to generate P-V Indicator Diagrams.« less

Air-gun signature modelling considering the influence of mechanical structure factors

NASA Astrophysics Data System (ADS)

Li, Guofa; Liu, Zhao; Wang, Jianhua; Cao, Mingqiang

2014-04-01

In marine seismic prospecting, as the air-gun array is usually composed of different types of air-guns, the signature modelling of different air-guns is particularly important to the array design. Different types of air-guns have different mechanical structures, which directly or indirectly affect the signatures. In order to simulate the influence of the mechanical structure, five parameters—the throttling constant, throttling power law exponent, mass release efficiency, fluid viscosity and heat transfer coefficient—are used in signature modelling. Through minimizing the energy relative error between the simulated and the measured signatures by the simulated annealing method, the five optimal parameters can be estimated. The method is tested in a field experiment, and the consistency between the simulated and the measured signatures is improved with the optimal parameters.

Flight evaluation of configuration management system concepts during transition to the landing approach for a powered-lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.

1980-01-01

Flight experiments were conducted to evaluate two control concepts for configuration management during the transition to landing approach for a powered-lift STOL aircraft. NASA Ames' augmentor wing research aircraft was used in the program. Transitions from nominal level-flight configurations at terminal area pattern speeds were conducted along straight and curved descending flightpaths. Stabilization and command augmentation for attitude and airspeed control were used in conjunction with a three-cue flight director that presented commands for pitch, roll, and throttle controls. A prototype microwave system provided landing guidance. Results of these flight experiments indicate that these configuration management concepts permit the successful performance of transitions and approaches along curved paths by powered-lift STOL aircraft. Flight director guidance was essential to accomplish the task.

Development of the ANL plant dynamics code and control strategies for the supercritical carbon dioxide Brayton cycle and code validation with data from the Sandia small-scale supercritical carbon dioxide Brayton cycle test loop.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Moisseytsev, A.; Sienicki, J. J.

2011-11-07

Significant progress has been made in the ongoing development of the Argonne National Laboratory (ANL) Plant Dynamics Code (PDC), the ongoing investigation and development of control strategies, and the analysis of system transient behavior for supercritical carbon dioxide (S-CO{sub 2}) Brayton cycles. Several code modifications have been introduced during FY2011 to extend the range of applicability of the PDC and to improve its calculational stability and speed. A new and innovative approach was developed to couple the Plant Dynamics Code for S-CO{sub 2} cycle calculations with SAS4A/SASSYS-1 Liquid Metal Reactor Code System calculations for the transient system level behavior onmore » the reactor side of a Sodium-Cooled Fast Reactor (SFR) or Lead-Cooled Fast Reactor (LFR). The new code system allows use of the full capabilities of both codes such that whole-plant transients can now be simulated without additional user interaction. Several other code modifications, including the introduction of compressor surge control, a new approach for determining the solution time step for efficient computational speed, an updated treatment of S-CO{sub 2} cycle flow mergers and splits, a modified enthalpy equation to improve the treatment of negative flow, and a revised solution of the reactor heat exchanger (RHX) equations coupling the S-CO{sub 2} cycle to the reactor, were introduced to the PDC in FY2011. All of these modifications have improved the code computational stability and computational speed, while not significantly affecting the results of transient calculations. The improved PDC was used to continue the investigation of S-CO{sub 2} cycle control and transient behavior. The coupled PDC-SAS4A/SASSYS-1 code capability was used to study the dynamic characteristics of a S-CO{sub 2} cycle coupled to a SFR plant. Cycle control was investigated in terms of the ability of the cycle to respond to a linear reduction in the electrical grid demand from 100% to 0% at a rate of 5%/minute. It was determined that utilization of turbine throttling control below 50% load improves the cycle efficiency significantly. Consequently, the cycle control strategy has been updated to include turbine throttle valve control. The new control strategy still relies on inventory control in the 50%-90% load range and turbine bypass for fine and fast generator output adjustments, but it now also includes turbine throttling control in the 0%-50% load range. In an attempt to investigate the feasibility of using the S-CO{sub 2} cycle for normal decay heat removal from the reactor, the cycle control study was extended beyond the investigation of normal load following. It was shown that such operation is possible with the extension of the inventory and the turbine throttling controls. However, the cycle operation in this range is calculated to be so inefficient that energy would need to be supplied from the electrical grid assuming that the generator could be capable of being operated in a motoring mode with an input electrical energy from the grid having a magnitude of about 20% of the nominal plant output electrical power level in order to maintain circulation of the CO{sub 2} in the cycle. The work on investigation of cycle operation at low power level will be continued in the future. In addition to the cycle control study, the coupled PDC-SAS4A/SASSYS-1 code system was also used to simulate thermal transients in the sodium-to-CO{sub 2} heat exchanger. Several possible conditions with the potential to introduce significant changes to the heat exchanger temperatures were identified and simulated. The conditions range from reactor scram and primary sodium pump failure or intermediate sodium pump failure on the reactor side to pipe breaks and valve malfunctions on the S-CO{sub 2} side. It was found that the maximum possible rate of the heat exchanger wall temperature change for the particular heat exchanger design assumed is limited to {+-}7 C/s for less than 10 seconds. Modeling in the Plant Dynamics Code has been compared with available data from the Sandia National Laboratories (SNL) small-scale S-CO{sub 2} Brayton cycle demonstration that is being assembled in a phased approach currently at Barber-Nichols Inc. and at SNL in the future. The available data was obtained with an earlier configuration of the S-CO{sub 2} loop involving only a single-turbo-alternator-compressor (TAC) instead of two TACs, a single low temperature recuperator (LTR) instead of both a LTR and a high temperature recuperator (HTR), and fewer than the later to be installed full set of electric heaters. Due to the absence of the full heating capability as well as the lack of a high temperature recuperator providing additional recuperation, the temperature conditions obtained with the loop are too low for the loop conditions to be prototypical of the S-CO{sub 2} cycle.« less

14 CFR 61.68 - Category III pilot authorization requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... lighting system; (ix) Characteristics and limitations of the flight director system auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other Category III equipment...

Broadband pulsed flow using piezoelectric microjets

NASA Astrophysics Data System (ADS)

Hogue, Joshua; Solomon, John; Hays, Michael; Alvi, Farrukh; Oates, William

2010-04-01

A piezohydraulic microjet design and experimental results are presented to demonstrate broadband active flow control for applications on various aircraft structures including impinging jets, rotor blades, cavity bays, etc. The microjet actuator includes a piezoelectric stack actuator and hydraulic circuit that is used to throttle a 400 μm diameter microjet using hydraulic amplification of the piezoelectric stack actuator. This system is shown to provide broadband pulsed flow actuation up to 800 Hz. Unsteady pressure measurements of the microjet's exit flow are coupled with high-speed phase imagery using micro-Schlieren techniques to quantify the flow field. These results are compared with in situ stack actuator displacements using strain gauge measurements.

AXISYMMETRIC, THROTTLEABLE NON-GIMBALLED ROCKET ENGINE

NASA Technical Reports Server (NTRS)

Sackheim, Robert L. (Inventor); Hutt, John J. (Inventor); Anderson, William E. (Inventor); Dressler, Gordon A. (Inventor)

2005-01-01

A rocket engine assembly is provided for a vertically launched rocket vehicle. A rocket engine housing of the assembly includes two or more combustion chambers each including an outlet end defining a sonic throat area. A propellant supply for the combustion chambers includes a throttling injector, associated with each of the combustion chambers and located opposite to sonic throat area, which injects the propellant into the associated combustion chamber. A modulator, which may form part of the injector, and which is controlled by a controller, modulates the flow rate of the propellant to the combustion chambers so that the chambers provide a vectorable net thrust. An expansion nozzle or body located downstream of the throat area provides expansion of the combustion gases produced by the combustion chambers so as to increase the net thrust.

Baseline tests of the Kordesh hybrid passenger vehicle

NASA Technical Reports Server (NTRS)

Soltis, R. F.; Bozek, J. M.; Denington, R. J.; Dustin, M. O.

1978-01-01

Performance test results are presented for a four-passenger Austin A40 sedan that was converted to a heat-engine-alternator-and battery-powered hybrid. It is propelled by a conventional, gasoline-fueled, heat-engine-driven alternator and a traction pack powering a series-wound, 10 hp direct-current electric drive motor. The 16 hp gasoline engine drives the 7 kilowatt alternator, which provides electrical power to the drive motor or to the 96 volt traction battery through a rectifier. The propulsion battery consists of eight 12 volt batteries connected in series. The electric motor is coupled to a four-speed standard transmission, which drives the rear wheels. Power to the motor is controlled by a three-step foot throttle, which actuates relays that control armature current and field excitation. Conventional hydraulic brakes are used.

Performance Cycle Analysis of a Two-Spool, Separate-Exhaust Turbofan With Interstage Turbine Burner

NASA Technical Reports Server (NTRS)

Liew, K. H.; Urip, E.; Yang, S. L.; Mattingly, J. D.; Marek, C. J.

2005-01-01

This paper presents the performance cycle analysis of a dual-spool, separate-exhaust turbofan engine, with an Interstage Turbine Burner serving as a secondary combustor. The ITB, which is located at the transition duct between the high- and the low-pressure turbines, is a relatively new concept for increasing specific thrust and lowering pollutant emissions in modern jet engine propulsion. A detailed performance analysis of this engine has been conducted for steady-state engine performance prediction. A code is written and is capable of predicting engine performances (i.e., thrust and thrust specific fuel consumption) at varying flight conditions and throttle settings. Two design-point engines were studied to reveal trends in performance at both full and partial throttle operations. A mission analysis is also presented to assure the advantage of saving fuel by adding ITB.

Investigation of the Muffling Problem for Airplane Engines

NASA Technical Reports Server (NTRS)

Upton, G B; Gage, V R

1920-01-01

The experimentation presented in this report falls in two divisions: first, the determination of the relation between back pressure in the exhaust line and consequent power loss, for various combinations of speed and throttle positions of the engine; second, the construction and trial of muffler designs covering both type and size. Report deals with experiments in the development of a muffler designed on the principle which will give the maximum muffling effect with a minimum loss of power. The main body of the work has been done on a Curtiss OX eight-cylinder airplane engine, 4 by 5 inches, rated 70 horsepower at 1,200 revolutions per minute. For estimation of the muffling ability and suppression of "bark" of individual exhausts, the "Ingeco" stationary, single cylinder, 5 1/2 by 10 inch, throttling governed gasoline engine, and occasionally other engines were used.

Performance and optimization of a derated ion thruster for auxiliary propulsion

NASA Technical Reports Server (NTRS)

Patterson, Michael J.; Foster, John E.

1991-01-01

The characteristics and implications of use of a derated ion thruster for north-south stationkeeping (NSSK) propulsion are discussed. A derated thruster is a 30 cm diameter primary propulsion ion thruster operated at highly throttled conditions appropriate to NSSK functions. The performance characteristics of a 30 cm ion thruster are presented, emphasizing throttled operation at low specific impulse and high thrust-to-power ratio. Performance data and component erosion are compared to other NSSK ion thrusters. Operations benefits derived from the performance advantages of the derated approach are examined assuming an INTELSAt 7-type spacecraft. Minimum ground test facility pumping capabilities required to maintain facility enhanced accelerator grid erosion at acceptable levels in a lifetest are quantified as a function of thruster operating condition. Approaches to reducing the derated thruster mass and volume are also discussed.

SQERTSS: Dynamic rank based throttling of transition probabilities in kinetic Monte Carlo simulations

DOE PAGES

Danielson, Thomas; Sutton, Jonathan E.; Hin, Céline; ...

2017-06-09

Lattice based Kinetic Monte Carlo (KMC) simulations offer a powerful simulation technique for investigating large reaction networks while retaining spatial configuration information, unlike ordinary differential equations. However, large chemical reaction networks can contain reaction processes with rates spanning multiple orders of magnitude. This can lead to the problem of “KMC stiffness” (similar to stiffness in differential equations), where the computational expense has the potential to be overwhelmed by very short time-steps during KMC simulations, with the simulation spending an inordinate amount of KMC steps / cpu-time simulating fast frivolous processes (FFPs) without progressing the system (reaction network). In order tomore » achieve simulation times that are experimentally relevant or desired for predictions, a dynamic throttling algorithm involving separation of the processes into speed-ranks based on event frequencies has been designed and implemented with the intent of decreasing the probability of FFP events, and increasing the probability of slow process events -- allowing rate limiting events to become more likely to be observed in KMC simulations. This Staggered Quasi-Equilibrium Rank-based Throttling for Steady-state (SQERTSS) algorithm designed for use in achieving and simulating steady-state conditions in KMC simulations. Lastly, as shown in this work, the SQERTSS algorithm also works for transient conditions: the correct configuration space and final state will still be achieved if the required assumptions are not violated, with the caveat that the sizes of the time-steps may be distorted during the transient period.« less

Lattice based Kinetic Monte Carlo Simulations of a complex chemical reaction network

NASA Astrophysics Data System (ADS)

Danielson, Thomas; Savara, Aditya; Hin, Celine

Lattice Kinetic Monte Carlo (KMC) simulations offer a powerful alternative to using ordinary differential equations for the simulation of complex chemical reaction networks. Lattice KMC provides the ability to account for local spatial configurations of species in the reaction network, resulting in a more detailed description of the reaction pathway. In KMC simulations with a large number of reactions, the range of transition probabilities can span many orders of magnitude, creating subsets of processes that occur more frequently or more rarely. Consequently, processes that have a high probability of occurring may be selected repeatedly without actually progressing the system (i.e. the forward and reverse process for the same reaction). In order to avoid the repeated occurrence of fast frivolous processes, it is necessary to throttle the transition probabilities in such a way that avoids altering the overall selectivity. Likewise, as the reaction progresses, new frequently occurring species and reactions may be introduced, making a dynamic throttling algorithm a necessity. We present a dynamic steady-state detection scheme with the goal of accurately throttling rate constants in order to optimize the KMC run time without compromising the selectivity of the reaction network. The algorithm has been applied to a large catalytic chemical reaction network, specifically that of methanol oxidative dehydrogenation, as well as additional pathways on CeO2(111) resulting in formaldehyde, CO, methanol, CO2, H2 and H2O as gas products.

SQERTSS: Dynamic rank based throttling of transition probabilities in kinetic Monte Carlo simulations

NASA Astrophysics Data System (ADS)

Danielson, Thomas; Sutton, Jonathan E.; Hin, Céline; Savara, Aditya

2017-10-01

Lattice based Kinetic Monte Carlo (KMC) simulations offer a powerful simulation technique for investigating large reaction networks while retaining spatial configuration information, unlike ordinary differential equations. However, large chemical reaction networks can contain reaction processes with rates spanning multiple orders of magnitude. This can lead to the problem of "KMC stiffness" (similar to stiffness in differential equations), where the computational expense has the potential to be overwhelmed by very short time-steps during KMC simulations, with the simulation spending an inordinate amount of KMC steps/CPU time simulating fast frivolous processes (FFPs) without progressing the system (reaction network). In order to achieve simulation times that are experimentally relevant or desired for predictions, a dynamic throttling algorithm involving separation of the processes into speed-ranks based on event frequencies has been designed and implemented with the intent of decreasing the probability of FFP events, and increasing the probability of slow process events-allowing rate limiting events to become more likely to be observed in KMC simulations. This Staggered Quasi-Equilibrium Rank-based Throttling for Steady-state (SQERTSS) algorithm is designed for use in achieving and simulating steady-state conditions in KMC simulations. As shown in this work, the SQERTSS algorithm also works for transient conditions: the correct configuration space and final state will still be achieved if the required assumptions are not violated, with the caveat that the sizes of the time-steps may be distorted during the transient period.

Extensions to the time lag models for practical application to rocket engine stability design

NASA Astrophysics Data System (ADS)

Casiano, Matthew J.

The combustion instability problem in liquid-propellant rocket engines (LREs) has remained a tremendous challenge since their discovery in the 1930s. Improvements are usually made in solving the combustion instability problem primarily using computational fluid dynamics (CFD) and also by testing demonstrator engines. Another approach is to use analytical models. Analytical models can be used such that design, redesign, or improvement of an engine system is feasible in a relatively short period of time. Improvements to the analytical models can greatly aid in design efforts. A thorough literature review is first conducted on liquid-propellant rocket engine (LRE) throttling. Throttling is usually studied in terms of vehicle descent or ballistic missile control however there are many other cases where throttling is important. It was found that combustion instabilities are one of a few major issues that occur during deep throttling (other major issues are heat transfer concerns, performance loss, and pump dynamics). In the past and again recently, gas injected into liquid propellants has shown to be a viable solution to throttle engines and to eliminate some forms of combustion instability. This review uncovered a clever solution that was used to eliminate a chug instability in the Common Extensible Cryogenic Engine (CECE), a modified RL10 engine. A separate review was also conducted on classic time lag combustion instability models. Several new stability models are developed by incorporating important features to the classic and contemporary models, which are commonly used in the aerospace rocket industry. The first two models are extensions of the original Crocco and Cheng concentrated combustion model with feed system contributions. A third new model is an extension to the Wenzel and Szuch double-time lag model also with feed system contributions. The first new model incorporates the appropriate injector acoustic boundary condition which is neglected in contemporary models. This new feature shows that the injector boundary can play a significant role for combustion stability, especially for gaseous injection systems or a system with an injector orifice on the order of the size of the chamber. The second new model additionally accounts for resistive effects. Advanced signal analysis techniques are used to extract frequency-dependent damping from a gas generator component data set. The damping values are then used in the new stability model to more accurately represent the chamber response of the component. The results show a more realistic representation of stability margin by incorporating the appropriate damping effects into the chamber response from data. The original Crocco model, a contemporary model, and the two new models are all compared and contrasted to a marginally stable test case showing their applicability. The model that incorporates resistive aspects shows the best comparison to the test data. Parametrics are also examined to show the influence of the new features and their applicability. The new features allow a more accurate representation of stability margin to be obtained. The third new model is an extension to the Wenzel and Szuch double-time lag chug model. The feed system chug model is extended to account for generic propellant flow rates. This model is also extended to incorporate aspects due to oxygen boiling and helium injection in the feed system. The solutions to the classic models, for the single-time lag and the double-time lag models, are often plotted on a practical engine operating map, however the models have presented some difficulties for numerical algorithms for several reasons. Closed-form solutions for use on these practical operating maps are formulated and developed. These models are incorporated in a graphical user interface tool and the new model is compared to an extensive data set. It correctly predicts the stability behavior at various operating conditions incorporating the influence of injected helium and boiling oxygen in the feed system.

STOLAND

NASA Technical Reports Server (NTRS)

Grgurich, J.; Bradbury, P.

1976-01-01

The STOLAND system includes air data, navigation, guidance, flight director (including a throttle flight director on the Augmentor Wing), 3-axis autopilot and autothrottle functions. The 3-axis autopilot and autothrottle control through parallel electric servos on both aircraft and on the augmentor wing, the system also interfaces with three electrohydraulic series actuators which drive the roll control surfaces, elevator and rudder. The system incorporates automatic configuration control of the flaps and nozzles on the augmentor wing and of the flaps on the Twin Otter. Interfaces are also provided to control the wing flap chokes on the Augmentor Wing and the spoilers on the Twin Otter. The STOLAND system has all the capabilities of a conventional integrated avionics system. Aircraft stabilization is provided in pitch, roll and yaw including control wheel steering in pitch and roll. The basic modes include altitude hold and select, indicated airspeed hold and select, flight path angle hold and select, and heading hold and select. The system can couple to TACAN and VOR/DME navaids for conventional radial flying.

Emergency Control Aircraft System Using Thrust Modulation

NASA Technical Reports Server (NTRS)

Burken, John J. (Inventor); Burcham, Frank W., Jr. (Inventor)

2000-01-01

A digital longitudinal Aircraft Propulsion Control (APC system of a multiengine aircraft is provided by engine thrust modulation in response to comparing an input flightpath angle signal (gamma)c from a pilot thumbwheel. or an ILS system with a sensed flightpath angle y to produce an error signal (gamma)e that is then integrated (with reasonable limits) to generate a drift correction signal to be added to the error signal (gamma)e after first subtracting a lowpass filtered velocity signal Vel(sub f) for phugoid damping. The output error signal is multiplied by a constant to produce an aircraft thrust control signal ATC of suitable amplitude to drive a throttle servo for all engines. each of which includes its own full-authority digital engine control (FADEC) computer. An alternative APC system omits sensed flightpath angle feedback and instead controls the flightpath angle by feedback of the lowpass filtered velocity signal Vel(sub f) which also inherently provides phugoid damping. The feature of drift compensation is retained.

Saturn Apollo Program

NASA Image and Video Library

1968-01-22

The Saturn IB launch vehicle (SA204) for the Apollo 5 mission lifted off on January 22, 1968. The unmarned Apollo 5 mission verified the ascent and descent stage propulsion systems, including restart and throttle operations of the Lunar Module.

Improving Word Similarity by Augmenting PMI with Estimates of Word Polysemy

DTIC Science & Technology

2011-12-29

radiator, brake , throttle, speeding, uptown, curb, auto, skid, balloon, truck, refrigerator, driver, downtown, parachute, gasoline, steering, spin...chauffeur, garage, motor, trolley, locomotive, conductor, automobile, limousine, freight, headlight, train, driver, brake , siding, passenger, engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Furuya, K.; Yago, T.

A system is disclosed for rapidly warming up a catalytic converter provided to an automotive internal combustion engine to purify the exhaust gas. The system includes a vacuum-operated device to increase the opening degree of the throttle valve by a predetermined degree to thereby increase the quantity of the exhaust gas and another vacuum-operated device to retard the ignition timing of the engine to a predetermined extent to thereby raise the temperature of the exhaust gas. The two devices are connected by a vacuum passage to the intake passage of the engine at a section downstream of the throttle valvemore » in series, and an electromagnetic valve renders the vacuum passage effective to thereby actuate the vacuum-operated devices only when the engine is idling under cold condition. Because of the series connection of the two devices, an intake vacuum is applied to the two devices in desirable sequence.« less

Dual source heat pump

DOEpatents

Ecker, Amir L.; Pietsch, Joseph A.

1982-01-01

What is disclosed is a heat pump apparatus for conditioning a fluid characterized by a fluid handler and path for circulating the fluid in heat exchange relationship with a refrigerant fluid; at least two refrigerant heat exchangers, one for effecting heat exchange with the fluid and a second for effecting heat exchange between refrigerant and a heat exchange fluid and the ambient air; a compressor for efficiently compressing the refrigerant; at least one throttling valve for throttling liquid refrigerant; a refrigerant circuit; refrigerant; a source of heat exchange fluid; heat exchange fluid circulating device and heat exchange fluid circuit for circulating the heat exchange fluid in heat exchange relationship with the refrigerant; and valves or switches for selecting the heat exchangers and direction of flow of the refrigerant therethrough for selecting a particular mode of operation. The heat exchange fluid provides energy for defrosting the second heat exchanger when operating in the air source mode and also provides a alternate source of heat.

Throttle pneumatic impact mechanism equipped with afterburner idle-stroke chamber

NASA Astrophysics Data System (ADS)

Dedov, Alexey; Frantseva, Eleanor; Dmitriev, Mikhail

2017-01-01

Pneumatic impact mechanisms are widely used in construction, mining and other economic sectors of a country. Such mechanisms are a base for a wide range of machines of various types and dimensions from hand-held tools to mounted piling hammers with impact energy up to 10 000 J. This paper is aimed at creation of pneumatic impact mechanism with the improved characteristics, including operation, energy use, weight and size which is especially important in space-limited working conditions. The research methods include development of computer mathematical model that can solve equations system and test a prototype model at the experimental stand. As a result of conducted research the pneumatic impact mechanism with the improved characteristics was developed. An engineering method for calculating throttle pneumatic impact mechanisms with a preset value of impact energy from 1 to 20 000 was investigated. This method allows creating percussive machines of a wide range of application.

Development and testing of 11- and 24-inch hybrid motors under the joint government/industry IR&D program

NASA Technical Reports Server (NTRS)

Boardman, T. A.; Carpenter, R. L.; Goldberg, B. E.; Shaeffer, C. W.

1993-01-01

Establishment of a test facility and associated 11-in.-diameter motor for hybrid propulsion technology development at NASA's George C. Marshall Space Flight Center is discussed in this paper. Results of twenty 11-in.-diameter motor tests with a UTF-29901 (60 percent polycyclopentadiene, 40 percent hydroxyl-terminated polybutadiene)/gaseous oxygen propellant system are presented. Tests at this scale have developed fuel regression correlations for comparison with results of yet-to-be-completed, 24-in.-diameter motor tests; demonstrated combustion efficiency levels in the 95 percent range for both single- and multiple-port grain configurations; have shown smooth and stable throttling characteristics over flight-type throttle ranges; and have begun to establish criteria for stable combustion in hybrid motors. The testing of 24-in. motors has not as yet been initiated and is not addressed.

Homotopy method for optimization of variable-specific-impulse low-thrust trajectories

NASA Astrophysics Data System (ADS)

Chi, Zhemin; Yang, Hongwei; Chen, Shiyu; Li, Junfeng

2017-11-01

The homotopy method has been used as a useful tool in solving fuel-optimal trajectories with constant-specific-impulse low thrust. However, the specific impulse is often variable for many practical solar electric power-limited thrusters. This paper investigates the application of the homotopy method for optimization of variable-specific-impulse low-thrust trajectories. Difficulties arise when the two commonly-used homotopy functions are employed for trajectory optimization. The optimal power throttle level and the optimal specific impulse are coupled with the commonly-used quadratic and logarithmic homotopy functions. To overcome these difficulties, a modified logarithmic homotopy function is proposed to serve as a gateway for trajectory optimization, leading to decoupled expressions of both the optimal power throttle level and the optimal specific impulse. The homotopy method based on this homotopy function is proposed. Numerical simulations validate the feasibility and high efficiency of the proposed method.

Throttling capability of a 30 kW class ammonia arcjet

NASA Technical Reports Server (NTRS)

Goodfellow, K. D.; Polk, J. E.

1991-01-01

The throttling capabilities of a 30 kW class ammonia arcjet and its compatibility with a breadboard power conditioning unit (PCU) were tested in two series of tests. The first series was performed to determine the performance and operating characteristics of the arcjet and the PCU over a range of power levels and propellant flow rates. The power levels for the tests were nominally between 10 and 30 kW, with some operation below 10 kW at the lower flow rates. The ammonia flow rates varied between 0.16 and 0.35 g/s. The second series of tests was an extensive investigation of operation below 12 kW using three cathode spacings. The ammonia flow rates were between 0.115 and 0.335 g/s. Operation of the arcjet from 1.5 kW up to the 30 kW design point was demonstrated with the PCU.

Influence of export control policy on the competitiveness of machine tool producing organizations

NASA Astrophysics Data System (ADS)

Ahrstrom, Jeffrey D.

The possible influence of export control policies on producers of export controlled machine tools is examined in this quantitative study. International market competitiveness theories hold that market controlling policies such as export control regulations may influence an organization's ability to compete (Burris, 2010). Differences in domestic application of export control policy on machine tool exports may impose throttling effects on the competitiveness of participating firms (Freedenberg, 2010). Commodity shipments from Japan, Germany, and the United States to the Russian market will be examined using descriptive statistics; gravity modeling of these specific markets provides a foundation for comparison to actual shipment data; and industry participant responses to a user developed survey will provide additional data for analysis using a Kruskal-Wallis one-way analysis of variance. There is scarce academic research data on the topic of export control effects within the machine tool industry. Research results may be of interest to industry leadership in market participation decisions, advocacy arguments, and strategic planning. Industry advocates and export policy decision makers could find data of interest in supporting positions for or against modifications of export control policies.

A tactual display aid for primary flight training

NASA Technical Reports Server (NTRS)

Gilson, R. D.

1979-01-01

A means of flight instruction is discussed. In addition to verbal assistance, control feedback was continously presented via a nonvisual means utilizing touch. A kinesthetic-tactile (KT) display was used as a readout and tracking device for a computer generated signal of desired angle of attack during the approach and landing. Airspeed and glide path information was presented via KT or visual heads up display techniques. Performance with the heads up display of pitch information was shown to be significantly better than performance with the KT pitch display. Testing without the displays showed that novice pilots who had received tactile pitch error information performed both pitch and throttle control tasks significantly better than those who had received the same information from the visual heads up display of pitch during the test series of approaches to landing.

Staying Motivated During Tough Times

NASA Technical Reports Server (NTRS)

Cole, Jennifer H.

2008-01-01

This paper describes the problem of team motivation on a project. Our team was working with the Department of Homeland Security (DHS). The task consisted of figuring out how to safely control and land an airliner using just the thrust from the engines. This is called Throttles-Only Control (TOC). We weren't allowed to modify the airliner in any way, given the time and cost involved, and we had to use a stock airliner with line pilots. The idea was to give the pilots an emergency checklist which would provide them with the most useful information in the shortest time to learn how to fly TOC. The DHS Program office that was supporting us had its funding redirected, due to new priorities. The process of staying motivated for finishing as much of the project as possible is described.

Reducing Conservatism in Aircraft Engine Response Using Conditionally Active Min-Max Limit Regulators

NASA Technical Reports Server (NTRS)

May, Ryan D.; Garg, Sanjay

2012-01-01

Current aircraft engine control logic uses a Min-Max control selection structure to prevent the engine from exceeding any safety or operational limits during transients due to throttle commands. This structure is inherently conservative and produces transient responses that are slower than necessary. In order to utilize the existing safety margins more effectively, a modification to this architecture is proposed, referred to as a Conditionally Active (CA) limit regulator. This concept uses the existing Min-Max architecture with the modification that limit regulators are active only when the operating point is close to a particular limit. This paper explores the use of CA limit regulators using a publicly available commercial aircraft engine simulation. The improvement in thrust response while maintaining all necessary safety limits is demonstrated in a number of cases.

Rocket ascent G-limited moment-balanced optimization program (RAGMOP)

NASA Technical Reports Server (NTRS)

Lyons, J. T.; Woltosz, W. S.; Abercrombie, G. E.; Gottlieb, R. G.

1972-01-01

This document describes the RAGMOP (Rocket Ascent G-limited Momentbalanced Optimization Program) computer program for parametric ascent trajectory optimization. RAGMOP computes optimum polynomial-form attitude control histories, launch azimuth, engine burn-time, and gross liftoff weight for space shuttle type vehicles using a search-accelerated, gradient projection parameter optimization technique. The trajectory model available in RAGMOP includes a rotating oblate earth model, the option of input wind tables, discrete and/or continuous throttling for the purposes of limiting the thrust acceleration and/or the maximum dynamic pressure, limitation of the structural load indicators (the product of dynamic pressure with angle-of-attack and sideslip angle), and a wide selection of intermediate and terminal equality constraints.

A 400-kWe high-efficiency steam turbine for industrial cogeneration

NASA Technical Reports Server (NTRS)

Leibowitz, H. M.

1982-01-01

An advanced state-of-the-art steam turbine-generator developed to serve as the power conversion subsystem for the Department of Energy's Sandia National Laboratories' Solar Total-Energy Project (STEP) is described. The turbine-generator, which is designed to provide 400-kW of net electrical power, represents the largest turbine-generator built specifically for commercial solar-powered cogeneration. The controls for the turbine-generator incorporate a multiple, partial-arc entry to provide efficient off-design performance, as well as an extraction control scheme to permit extraction flow regulation while maintaining 110-spsig pressure. Normal turbine operation is achieved while synchronized to a local utility and in a stand-alone mode. In both cases, the turbine-generator features automatic load control as well as remote start-up and shutdown capability. Tests totaling 200 hours were conducted to confirm the integrity of the turbine's mechanical structure and control function. Performance tests resulted in a measured inlet throttle flow of 8,450 pounds per hour, which was near design conditions.

Instrument scanning and controlling: Using eye movement data to understand pilot behavior and strategies

NASA Technical Reports Server (NTRS)

Dick, A. O.

1980-01-01

Eye movement data and other parameters including instrument readings, aircraft state and position variables, and control maneuvers were recorded while pilots flew ILS simulations in a B 737. The experiment itself employed seven airline pilots, each of whom flew approximately 40 approach/landing sequences. The simulator was equipped with a night visual scene but the scene was fogged out down to approximately 60 meters (200 ft). The instrument scanning appeared to follow aircraft parameters not physical position of instruments. One important implication of the results is: pilots look for categories or packets of information. Control inputs were tabulated according to throttle, wheel position, column, and pitch trim changes. Three seconds of eye movements before and after the control input were then obtained. Analysis of the eye movement data for the controlling periods showed clear patterns. The results suggest a set of miniscan patterns which are used according to the specific details of the situation. A model is developed which integrates scanning and controlling. Differentiations are made between monitoring and controlling scans.

Evaluation of Diesel Engine Performance with Intake and Exhaust System Throttling : Volume 2. Appendix 1.

DOT National Transportation Integrated Search

1975-11-01

The appendix to the preceding volume presents the data for the subject diesel engine noise study, including an engine sound power level analysis and sound spectrums showing the effect of intake and exhaust restrictions.

Army Ground Vehicles and Current/Future Emission Standards

DTIC Science & Technology

2008-10-23

cooler’ combustion temperatures • Two stages of turbocharging (single stage for smaller displacement engines) • Additional charge air cooling...Recirculate and cool exhaust gas up or downstream of turbine ( turbocharger ) ; require back pressure restriction and/or intake throttle to flow

Design, analysis, and control of large transport aircraft utilizing engine thrust as a backup system for the primary flight controls

NASA Technical Reports Server (NTRS)

Gerren, Donna S.

1993-01-01

A review of accidents that involved the loss of hydraulic flight control systems serves as an introduction to this project. In each of the accidents--involving transport aircraft such as the DC-10, the C-5A, the L-1011, and the Boeing 747--the flight crew attempted to control the aircraft by means of thrust control. Although these incidents had tragic endings, in the absence of control power due to primary control system failure, control power generated by selective application of engine thrust has proven to be a viable alternative. NASA Dryden has demonstrated the feasibility of controlling an aircraft during level flight, approach, and landing conditions using an augmented throttles-only control system. This system has been successfully flown in the flight test simulator for the B-720 passenger transport and the F-15 air superiority fighter and in actual flight tests for the F-15 aircraft. The Douglas Aircraft Company is developing a similar system for the MD-11 aircraft. The project's ultimate goal is to provide data for the development of thrust control systems for mega-transports (600+ passengers).

Integrated control and health management. Orbit transfer rocket engine technology program

NASA Technical Reports Server (NTRS)

Holzmann, Wilfried A.; Hayden, Warren R.

1988-01-01

To insure controllability of the baseline design for a 7500 pound thrust, 10:1 throttleable, dual expanded cycle, Hydrogen-Oxygen, orbit transfer rocket engine, an Integrated Controls and Health Monitoring concept was developed. This included: (1) Dynamic engine simulations using a TUTSIM derived computer code; (2) analysis of various control methods; (3) Failure Modes Analysis to identify critical sensors; (4) Survey of applicable sensors technology; and, (5) Study of Health Monitoring philosophies. The engine design was found to be controllable over the full throttling range by using 13 valves, including an oxygen turbine bypass valve to control mixture ratio, and a hydrogen turbine bypass valve, used in conjunction with the oxygen bypass to control thrust. Classic feedback control methods are proposed along with specific requirements for valves, sensors, and the controller. Expanding on the control system, a Health Monitoring system is proposed including suggested computing methods and the following recommended sensors: (1) Fiber optic and silicon bearing deflectometers; (2) Capacitive shaft displacement sensors; and (3) Hot spot thermocouple arrays. Further work is needed to refine and verify the dynamic simulations and control algorithms, to advance sensor capabilities, and to develop the Health Monitoring computational methods.

A four-axis hand controller for helicopter flight control

NASA Technical Reports Server (NTRS)

Demaio, Joe

1993-01-01

A proof-of-concept hand controller for controlling lateral and longitudinal cyclic pitch, collective pitch and tail rotor thrust was developed. The purpose of the work was to address problems of operator fatigue, poor proprioceptive feedback and cross-coupling of axes associated with many four-axis controller designs. The present design is an attempt to reduce cross-coupling to a level that can be controlled with breakout force, rather than to eliminate it entirely. The cascaded design placed lateral and longitudinal cyclic in their normal configuration. Tail rotor thrust was placed atop the cyclic controller. A left/right twisting motion with the wrist made the control input. The axis of rotation was canted outboard (clockwise) to minimize cross-coupling with the cyclic pitch axis. The collective control was a twist grip, like a motorcycle throttle. Measurement of the amount of cross-coupling involved in pure, single-axis inputs showed cross coupling under 10 percent of full deflection for all axes. This small amount of cross-coupling could be further reduced with better damping and force gradient control. Fatigue was not found to be a problem, and proprioceptive feedback was adequate for all flight tasks executed.

40 CFR 1045.505 - How do I test engines using discrete-mode or ramped-modal duty cycles?

Code of Federal Regulations, 2011 CFR

2011-07-01

... your own testing. If you submit certification test data collected with both discrete-mode and ramped...-use operation. (d) For full-load operating modes, operate the engine at wide-open throttle. (e) See 40...

Analysis of Parallel Burn Without Crossfeed TSTO RLV Architectures and Comparison to Parallel Burn With Crossfeed and Series Burn Architectures

NASA Technical Reports Server (NTRS)

Smith, Garrett; Phillips, Alan

2002-01-01

There are currently three dominant TSTO class architectures. These are Series Burn (SB), Parallel Burn with crossfeed (PBw/cf), and Parallel Burn without crossfeed (PBncf). The goal of this study was to determine what factors uniquely affect PBncf architectures, how each of these factors interact, and to determine from a performance perspective whether a PBncf vehicle could be competitive with a PBw/cf or SB vehicle using equivalent technology and assumptions. In all cases, performance was evaluated on a relative basis for a fixed payload and mission by comparing gross and dry vehicle masses of a closed vehicle. Propellant combinations studied were LOX: LH2 propelled orbiter and booster (HH) and LOX: Kerosene booster with LOX: LH2 orbiter (KH). The study conclusions were: 1) a PBncf orbiter should be throttled as deeply as possible after launch until the staging point. 2) a detailed structural model is essential to accurate architecture analysis and evaluation. 3) a PBncf TSTO architecture is feasible for systems that stage at mach 7. 3a) HH architectures can achieve a mass growth relative to PBw/cf of < 20%. 3b) KH architectures can achieve a mass growth relative to Series Burn of < 20%. 4) center of gravity (CG) control will be a major issue for a PBncf vehicle, due to the low orbiter specific thrust to weight ratio and to the position of the orbiter required to align the nozzle heights at liftoff. 5 ) thrust to weight ratios of 1.3 at liftoff and between 1.0 and 0.9 when staging at mach 7 appear to be close to ideal for PBncf vehicles. 6) performance for all vehicles studied is better when staged at mach 7 instead of mach 5. The study showed that a Series Burn architecture has the lowest gross mass for HH cases, and has the lowest dry mass for KH cases. The potential disadvantages of SB are the required use of an air-start for the orbiter engines and potential CG control issues. A Parallel Burn with crossfeed architecture solves both these problems, but the mechanics of a large bipropellant crossfeed system pose significant technical difficulties. Parallel Burn without crossfeed vehicles start both booster and orbiter engines on the ground and thus avoid both the risk of orbiter air-start and the complexity of a crossfeed system. The drawback is that the orbiter must use 20% to 35% of its propellant before reaching the staging point. This induces a weight penalty in the orbiter in order to carry additional propellant, which causes a further weight penalty in the booster to achieve the same staging point. One way to reduce the orbiter propellant consumption during the first stage is to throttle down the orbiter engines as much as possible. Another possibility is to use smaller or fewer engines. Throttling the orbiter engines soon after liftoff minimizes CG control problems due to a low orbiter liftoff thrust, but may result in an unnecessarily high orbiter thrust after staging. Reducing the number or size of engines size may cause CG control problems and drift at launch. The study suggested possible methods to maximize performance of PBncf vehicle architectures in order to meet mission design requirements.

Performance Evaluation of the T6 Ion Engine

NASA Technical Reports Server (NTRS)

Snyder, John Steven; Goebel, Dan M.; Hofer, Richard R.; Polk, James E.; Wallace, Neil C.; Simpson, Huw

2010-01-01

The T6 ion engine is a 22-cm diameter, 4.5-kW Kaufman-type ion thruster produced by QinetiQ, Ltd., and is baselined for the European Space Agency BepiColombo mission to Mercury and is being qualified under ESA sponsorship for the extended range AlphaBus communications satellite platform. The heritage of the T6 includes the T5 ion thruster now successfully operating on the ESA GOCE spacecraft. As a part of the T6 development program, an engineering model thruster was subjected to a suite of performance tests and plume diagnostics at the Jet Propulsion Laboratory. The engine was mounted on a thrust stand and operated over its nominal throttle range of 2.5 to 4.5 kW. In addition to the typical electrical and flow measurements, an E x B mass analyzer, scanning Faraday probe, thrust vector probe, and several near-field probes were utilized. Thrust, beam divergence, double ion content, and thrust vector movement were all measured at four separate throttle points. The engine performance agreed well with published data on this thruster. At full power the T6 produced 143 mN of thrust at a specific impulse of 4120 seconds and an efficiency of 64%; optimization of the neutralizer for lower flow rates increased the specific impulse to 4300 seconds and the efficiency to nearly 66%. Measured beam divergence was less than, and double ion content was greater than, the ring-cusp-design NSTAR thruster that has flown on NASA missions. The measured thrust vector offset depended slightly on throttle level and was found to increase with time as the thruster approached thermal equilibrium.

Survey of Quantitative Research Metrics to Assess Pilot Performance in Upset Recovery

NASA Technical Reports Server (NTRS)

Le Vie, Lisa R.

2016-01-01

Accidents attributable to in-flight loss of control are the primary cause for fatal commercial jet accidents worldwide. The National Aeronautics and Space Administration (NASA) conducted a literature review to determine and identify the quantitative standards for assessing upset recovery performance. This review contains current recovery procedures for both military and commercial aviation and includes the metrics researchers use to assess aircraft recovery performance. Metrics include time to first input, recognition time and recovery time and whether that input was correct or incorrect. Other metrics included are: the state of the autopilot and autothrottle, control wheel/sidestick movement resulting in pitch and roll, and inputs to the throttle and rudder. In addition, airplane state measures, such as roll reversals, altitude loss/gain, maximum vertical speed, maximum/minimum air speed, maximum bank angle and maximum g loading are reviewed as well.

Software development kit for a compact cryo-refrigerator

NASA Astrophysics Data System (ADS)

Gardiner, J.; Hamilton, J.; Lawton, J.; Knight, K.; Wilson, A.; Spagna, S.

2017-12-01

This paper introduces a Software Development Kit (SDK) that enables the creation of custom software applications that automate the control of a cryo-refrigerator (Quantum Design model GA-1) in third party instruments. A remote interface allows real time tracking and logging of critical system diagnostics such as pressures, temperatures, valve states and run modes. The helium compressor scroll capsule speed and Gifford-McMahon (G-M) cold head speed can be manually adjusted over a serial communication line via a CAN interface. This configuration optimizes cooling power, while reducing wear on moving components thus extending service life. Additionally, a proportional speed control mode allows for automated throttling of speeds based on temperature or pressure feedback from a 3rd party device. Warm up and cool down modes allow 1st and 2nd stage temperatures to be adjusted without the use of external heaters.

NASA Tech Briefs, April 2003

NASA Technical Reports Server (NTRS)

2003-01-01

Topics include: Tool for Bending a Metal Tube Precisely in a Confined Space; Multiple-Use Mechanisms for Attachment to Seat Tracks; Force-Measuring Clamps; Cellular Pressure-Actuated Joint; Block QCA Fault-Tolerant Logic Gates; Hybrid VLSI/QCA Architecture for Computing FFTs; Arrays of Carbon Nanotubes as RF Filters in Waveguides; Carbon Nanotubes as Resonators for RF Spectrum Analyzers; Software for Viewing Landsat Mosaic Images; Updated Integrated Mission Program; Software for Sharing and Management of Information; Optical-Quality Thin Polymer Membranes; Rollable Thin Shell Composite-Material Paraboloidal Mirrors; Folded Resonant Horns for Power Ultrasonic Applications; Touchdown Ball-Bearing System for Magnetic Bearings; Flux-Based Deadbeat Control of Induction-Motor Torque; Block Copolymers as Templates for Arrays of Carbon Nanotubes; Throttling Cryogen Boiloff To Control Cryostat Temperature; Collaborative Software Development Approach Used to Deliver the New Shuttle Telemetry Ground Station; Turbulence in Supercritical O2/H2 and C7H16/N2 Mixing Layers; and Time-Resolved Measurements in Optoelectronic Microbioanal.

Comparative thermal analysis of alternate Cryogenic Fluid Management Experiment (CFME) configurations

NASA Technical Reports Server (NTRS)

Merino, F.; Oneill, R. F.

1980-01-01

The Cryogenic Fluid Management Experiment (CFME) was analyzed to assess the feasibility and advisability of deleting the vapor cooled shield (VCS) from the baseline CFME insulation and pressure control system. Two alternate concepts of CFME insulation and pressure control, neither of which incorporated the VCS, were investigated. The first concept employed a thermodynamic vent system (TVS) to throttle the flow through an internal wall mounted heat exchanger (HX) within the pressure vessel to decrease boiloff and pressure rise rate, while the second concept utilized a TVS without an internal heat exchanger. Only the first concept was viable. Its performance was assessed for a seven day mission and found to be satisfactory. It was also concluded that VCS development costs would be greater than for an internal HX installation. Based upon the above comparisons, the HX was recommended as a replacement for the VCS.

Apollo lunar descent guidance

NASA Technical Reports Server (NTRS)

Klumpp, A. R.

1974-01-01

Apollo lunar-descent guidance transfers the Lunar Module from a near-circular orbit to touchdown, traversing a 17 deg central angle and a 15 km altitude in 11 min. A group of interactive programs in an onboard computer guide the descent, controlling altitude and the descent propulsion system throttle. A ground-based program pre-computes guidance targets. The concepts involved in this guidance are described. Explicit and implicit guidance are discussed, guidance equations are derived, and the earlier Apollo explicit equation is shown to be an inferior special case of the later implicit equation. Interactive guidance, by which the two-man crew selects a landing site in favorable terrain and directs the trajectory there, is discussed. Interactive terminal-descent guidance enables the crew to control the essentially vertical descent rate in order to land in minimum time with safe contact speed. The altitude maneuver routine uses concepts that make gimbal lock inherently impossible.

Experimental investigation of a throttlable 15 cm hollow cathode ion thruster

NASA Technical Reports Server (NTRS)

Wilbur, P. J.

1972-01-01

The use of dished high perveance grids on a 15 cm modified SERT 2 thruster is shown to facilitate throttled operation over a beam current range from 60 to 600 mA. Effects of increasing the radial component of the magnetic field in the main discharge chamber and decreasing the dimensions of the cathode discharge region are examined and found to degrade performance to the extent that primary electrons are forced in toward the center-line of the thruster. Studies of the baffle aperture region of two thrusters indicate that the electric potential gradient vector is perpendicular to the local magnetic field lines when the thruster is operating properly. The correlation between the shape of the ion beam current density and that of the ion density at the screen grid within the thruster is shown to be 94%. Additional experimental studies on maximum propellant utilization, plasma ion production cost, neutral density in the cathode discharge region, double ion production in hollow cathode thrusters and thermal flow meter performance are discussed.

NEXT Ion Thruster Performance Dispersion Analyses

NASA Technical Reports Server (NTRS)

Soulas, George C.; Patterson, Michael J.

2008-01-01

The NEXT ion thruster is a low specific mass, high performance thruster with a nominal throttling range of 0.5 to 7 kW. Numerous engineering model and one prototype model thrusters have been manufactured and tested. Of significant importance to propulsion system performance is thruster-to-thruster performance dispersions. This type of information can provide a bandwidth of expected performance variations both on a thruster and a component level. Knowledge of these dispersions can be used to more conservatively predict thruster service life capability and thruster performance for mission planning, facilitate future thruster performance comparisons, and verify power processor capabilities are compatible with the thruster design. This study compiles the test results of five engineering model thrusters and one flight-like thruster to determine unit-to-unit dispersions in thruster performance. Component level performance dispersion analyses will include discharge chamber voltages, currents, and losses; accelerator currents, electron backstreaming limits, and perveance limits; and neutralizer keeper and coupling voltages and the spot-to-plume mode transition flow rates. Thruster level performance dispersion analyses will include thrust efficiency.

Performance characteristics of ring-cusp thrusters with xenon propellant

NASA Technical Reports Server (NTRS)

Patterson, M. J.

1986-01-01

The performance characteristics and operating envelope of several 30-cm ring-cusp ion thrusters with xenon propellant were investigated. Results indicate a strong performance dependence on the discharge chamber boundary magnetic fields and resultant distribution of electron currents. Significant improvements in discharge performance over J-series divergent-field thrusters were achieved for large throttling ranges, which translate into reduced cathode emission currents and reduced power dissipation which should be of significant benefit for operation at thruster power levels in excess of 10 kW. Mass spectrometry of the ion beam was documented for both the ring-cusp and J-series thrusters with xenon propellant for determination of overall thruster efficiency, and lifetime. Based on the lower centerline values of doubly charged ions in the ion beam and the lower operating discharge voltage, the screen grid erosion rate of the ring-cusp thruster is expected to be lower than the divergent-field J-series thruster by a factor of 2.

Performance characteristics of ring-cusp thrusters with xenon propellant

NASA Technical Reports Server (NTRS)

Patterson, M. J.

1986-01-01

The performance characteristics and operating envelope of several 30-cm ring-cusp ion thrusters with xenon propellant were investigated. Results indicate a strong performance dependence on the discharge chamber boundary magnetic fields and resultant distribution of electron currents. Significant improvements in discharge performance over J-series divergent-field thrusters were achieved for large throttling ranges, which translate into reduced cathode emission currents and reduced power dissipation which should be of significant benefit for operation at thruster power levels in excess of 10 kW. Mass spectrometer of the ion beam was documented for both the ring-cusp and J-series thrusters with xenon propellant for determination of overall thruster efficiency, and lifetime. Based on the lower centerline values of doubly charged ions in the ion beam and the lower operating discharge voltage, the screen grid erosion rate of the ring-cusp thruster is expected to be lower than the divergent-field J-series thruster by a factor of 2.

40 CFR 92.123 - Test procedure; general requirements.

Code of Federal Regulations, 2010 CFR

2010-07-01

... measurements of brake specific emissions and smoke opacity at each throttle position and of measurements of... at idle and dynamic brake, all measurements of gaseous, particulate and smoke emissions may be... is removed for gaseous and particulate sampling, measurements of gaseous, and particulate emissions...

Analysis of motorcyclist riding behaviour on speed table.

PubMed

Yuen, Choon Wah; Karim, Mohamed Rehan; Saifizul, Ahmad

2014-01-01

This paper focuses on the study of the change of various types of riding behaviour, such as speed, brake force, and throttle force applied, when they ride across the speed table. An instrumented motorcycle equipped with various types of sensor, on-board camera, and data logger was used in acquiring the traffic data in the research. Riders were instructed to ride across two speed tables and the riding data were then analyzed to study the behaviour change from different riders. The results from statistical analysis showed that the riding characteristics such as speed, brake force, and throttle force applied are influenced by distance from hump, riding experience, and travel mileage of riders. Riders tend to apply higher brake intensity at distance point 50 m before the speed table and release the braking at point -10 m after the hump. In short, speed table has different rates of influence towards riding behaviour on different factors, such as distance from hump and different riders' attributes.

Luminescence and electrification in a flow of dielectric liquids through narrow channels

NASA Astrophysics Data System (ADS)

Margulis, M. A.; Pil'Gunov, V. N.

2009-08-01

Blue-violet luminescence was observed in a mineral oil, which appeared under hydrodynamic cavitation conditions in a channel orifice 1 mm in diameter in a transparent throttling device at inlet pressures higher than 2 MPa. The appearance of electric pulses when a dielectric liquid flew through a thin channel orifice was observed much earlier than luminescence arose. A device for continuously scanning electric potential along a flow without disturbing it was developed. According to the oscillograms obtained, the electric signal was high-frequency, could not be synchronized, and its separate peaks reached 1000 mV. Light emission flux decreased as the temperature of the liquid increased to 30-35°C and inlet pressure grew. The appearance of luminescence and its intensity depended on the sharpness of the entrance edge of the throttle. Studies of hydrodynamic luminescence revealed hysteresis of light emission. A mechanism of localized light emission based on an important role played by electrokinetic phenomena was suggested.

Heat pump with freeze-up prevention

DOEpatents

Ecker, Amir L.

1981-01-01

What is disclosed is a heat pump apparatus for conditioning a fluid characterized by a fluid handler and path for circulating the fluid in heat exchange relationship with a refrigerant fluid; at least two refrigerant heat exchangers, one for effecting heat exchange with the fluid and a second for effecting heat exchange between refrigerant and a heat exchange fluid and the ambient air; a compressor for efficiently compressing the refrigerant; at least one throttling valve for throttling liquid refrigerant; a refrigerant circuit; refrigerant; a source of heat exchange fluid; heat exchange fluid circulating device and heat exchange fluid circuit for circulating the heat exchange fluid in heat exchange relationship with the refrigerant; and valves or switches for selecting the heat exchangers and direction of flow of the refrigerant therethrough for selecting a particular mode of operation. The heat exchange fluid prevents freeze up of the second heat exchanger by keeping the temperature above the dew point; and, optionally, provides heat for efficient operation.

A survey of instabilities within centrifugal pumps and concepts for improving the flow range of pumps in rocket engines

NASA Technical Reports Server (NTRS)

Veres, Joseph P.

1992-01-01

Design features and concepts that have primary influence on the stable operating flow range of propellant-feed centrifugal turbopumps in a rocket engine are discussed. One of the throttling limitations of a pump-fed rocket engine is the stable operating range of the pump. Several varieties of pump hydraulic instabilities are mentioned. Some pump design criteria are summarized and a qualitative correlation of key parameters to pump stall and surge are referenced. Some of the design criteria were taken from the literature on high pressure ratio centrifugal compressors. Therefore, these have yet to be validated for extending the stable operating flow range of high-head pumps. Casing treatment devices, dynamic fluid-damping plenums, backflow-stabilizing vanes and flow-reinjection techniques are summarized. A planned program was undertaken at LeRC to validate these concepts. Technologies developed by this program will be available for the design of turbopumps for advanced space rocket engines for use by NASA in future space missions where throttling is essential.

Large-eddy simulation of turbulent cavitating flow in a micro channel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Egerer, Christian P., E-mail: christian.egerer@aer.mw.tum.de; Hickel, Stefan; Schmidt, Steffen J.

2014-08-15

Large-eddy simulations (LES) of cavitating flow of a Diesel-fuel-like fluid in a generic throttle geometry are presented. Two-phase regions are modeled by a parameter-free thermodynamic equilibrium mixture model, and compressibility of the liquid and the liquid-vapor mixture is taken into account. The Adaptive Local Deconvolution Method (ALDM), adapted for cavitating flows, is employed for discretizing the convective terms of the Navier-Stokes equations for the homogeneous mixture. ALDM is a finite-volume-based implicit LES approach that merges physically motivated turbulence modeling and numerical discretization. Validation of the numerical method is performed for a cavitating turbulent mixing layer. Comparisons with experimental data ofmore » the throttle flow at two different operating conditions are presented. The LES with the employed cavitation modeling predicts relevant flow and cavitation features accurately within the uncertainty range of the experiment. The turbulence structure of the flow is further analyzed with an emphasis on the interaction between cavitation and coherent motion, and on the statistically averaged-flow evolution.« less

Analysis of Motorcyclist Riding Behaviour on Speed Table

PubMed Central

Yuen, Choon Wah; Karim, Mohamed Rehan; Saifizul, Ahmad

2014-01-01

This paper focuses on the study of the change of various types of riding behaviour, such as speed, brake force, and throttle force applied, when they ride across the speed table. An instrumented motorcycle equipped with various types of sensor, on-board camera, and data logger was used in acquiring the traffic data in the research. Riders were instructed to ride across two speed tables and the riding data were then analyzed to study the behaviour change from different riders. The results from statistical analysis showed that the riding characteristics such as speed, brake force, and throttle force applied are influenced by distance from hump, riding experience, and travel mileage of riders. Riders tend to apply higher brake intensity at distance point 50 m before the speed table and release the braking at point −10 m after the hump. In short, speed table has different rates of influence towards riding behaviour on different factors, such as distance from hump and different riders' attributes. PMID:24991638

Active combustion flow modulation valve

DOEpatents

Hensel, John Peter; Black, Nathaniel; Thorton, Jimmy Dean; Vipperman, Jeffrey Stuart; Lambeth, David N; Clark, William W

2013-09-24

A flow modulation valve has a slidably translating hollow armature with at least one energizable coil wound around and fixably attached to the hollow armature. The energizable coil or coils are influenced by at least one permanent magnet surrounding the hollow armature and supported by an outer casing. Lorentz forces on the energizable coils which are translated to the hollow armature, increase or decrease the flow area to provide flow throttling action. The extent of hollow armature translation depends on the value of current supplied and the direction of translation depends on the direction of current flow. The compact nature of the flow modulation valve combined with the high forces afforded by the actuator design provide a flow modulation valve which is highly responsive to high-rate input control signals.

An experimental study of pilots' control characteristics for flight of an STOL aircraft in backside of drag curve at approach and landing.

PubMed

Ema, T

1992-01-01

In general, most vehicles can be modelled by a multi-variable system which has interactive variables. It can be clearly shown that there is an interactive response in an aircraft's velocity and altitude obtained by stick control and/or throttle control. In particular, if the flight conditions fall to backside of drag curve in the flight of an STOL aircraft at approach and landing then the ratio of drag variation to velocity change has a negative value (delta D/delta u less than 0) and the system of motion presents a non-minimum phase. Therefore, the interaction between velocity and altitude response becomes so complicated that it affects to pilot's control actions and it may be difficult to control the STOL aircraft at approach and landing. In this paper, experimental results of a pilot's ability to control the STOL aircraft are presented for a multi-variable manual control system using a fixed ground base simulator and the pilot's control ability is discussed for the flight of an STOL aircraft at backside of drag curve at approach and landing.

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

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Bull, John

1998-01-01

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

Fuel-Efficient Descent and Landing Guidance Logic for a Safe Lunar Touchdown

NASA Technical Reports Server (NTRS)

Lee, Allan Y.

2011-01-01

The landing of a crewed lunar lander on the surface of the Moon will be the climax of any Moon mission. At touchdown, the landing mechanism must absorb the load imparted on the lander due to the vertical component of the lander's touchdown velocity. Also, a large horizontal velocity must be avoided because it could cause the lander to tip over, risking the life of the crew. To be conservative, the worst-case lander's touchdown velocity is always assumed in designing the landing mechanism, making it very heavy. Fuel-optimal guidance algorithms for soft planetary landing have been studied extensively. In most of these studies, the lander is constrained to touchdown with zero velocity. With bounds imposed on the magnitude of the engine thrust, the optimal control solutions typically have a "bang-bang" thrust profile: the thrust magnitude "bangs" instantaneously between its maximum and minimum magnitudes. But the descent engine might not be able to throttle between its extremes instantaneously. There is also a concern about the acceptability of "bang-bang" control to the crew. In our study, the optimal control of a lander is formulated with a cost function that penalizes both the touchdown velocity and the fuel cost of the descent engine. In this formulation, there is not a requirement to achieve a zero touchdown velocity. Only a touchdown velocity that is consistent with the capability of the landing gear design is required. Also, since the nominal throttle level for the terminal descent sub-phase is well below the peak engine thrust, no bound on the engine thrust is used in our formulated problem. Instead of bangbang type solution, the optimal thrust generated is a continuous function of time. With this formulation, we can easily derive analytical expressions for the optimal thrust vector, touchdown velocity components, and other system variables. These expressions provide insights into the "physics" of the optimal landing and terminal descent maneuver. These insights could help engineers to achieve a better "balance" between the conflicting needs of achieving a safe touchdown velocity, a low-weight landing mechanism, low engine fuel cost, and other design goals. In comparing the computed optimal control results with the preflight landing trajectory design of the Apollo-11 mission, we noted interesting similarities between the two missions.

36 CFR 2.18 - Snowmobiles.

Code of Federal Regulations, 2011 CFR

2011-07-01

... that makes excessive noise. Excessive noise for snowmobiles manufactured after July 1, 1975 is a level of total snowmobile noise that exceeds 78 decibels measured on the A-weighted scale measured at 50... on snowmobile operation at or near full throttle. (2) Operating a snowmobile without a lighted white...

36 CFR 2.18 - Snowmobiles.

Code of Federal Regulations, 2010 CFR

2010-07-01

... that makes excessive noise. Excessive noise for snowmobiles manufactured after July 1, 1975 is a level of total snowmobile noise that exceeds 78 decibels measured on the A-weighted scale measured at 50... on snowmobile operation at or near full throttle. (2) Operating a snowmobile without a lighted white...

Simulation Propulsion System and Trajectory Optimization

NASA Technical Reports Server (NTRS)

Hendricks, Eric S.; Falck, Robert D.; Gray, Justin S.

2017-01-01

A number of new aircraft concepts have recently been proposed which tightly couple the propulsion system design and operation with the overall vehicle design and performance characteristics. These concepts include propulsion technology such as boundary layer ingestion, hybrid electric propulsion systems, distributed propulsion systems and variable cycle engines. Initial studies examining these concepts have typically used a traditional decoupled approach to aircraft design where the aerodynamics and propulsion designs are done a-priori and tabular data is used to provide inexpensive look ups to the trajectory ana-ysis. However the cost of generating the tabular data begins to grow exponentially when newer aircraft concepts require consideration of additional operational parameters such as multiple throttle settings, angle-of-attack effects on the propulsion system, or propulsion throttle setting effects on aerodynamics. This paper proposes a new modeling approach that eliminated the need to generate tabular data, instead allowing an expensive propulsion or aerodynamic analysis to be directly integrated into the trajectory analysis model and the entire design problem optimized in a fully coupled manner. The new method is demonstrated by implementing a canonical optimal control problem, the F-4 minimum time-to-climb trajectory optimization using three relatively new analysis tools: Open M-DAO, PyCycle and Pointer. Pycycle and Pointer both provide analytic derivatives and Open MDAO enables the two tools to be combined into a coupled model that can be run in an efficient parallel manner that helps to cost the increased cost of the more expensive propulsion analysis. Results generated with this model serve as a validation of the tightly coupled design method and guide future studies to examine aircraft concepts with more complex operational dependencies for the aerodynamic and propulsion models.

Control integration concept for hypersonic cruise-turn maneuvers

NASA Technical Reports Server (NTRS)

Raney, David L.; Lallman, Frederick J.

1992-01-01

Piloting difficulties associated with conducting aircraft maneuvers in hypersonic flight are caused in part by the nonintuitive nature of the aircraft response and the stringent constraints anticipated on allowable angle of attack and dynamic pressure variations. An approach is documented that provides precise, coordinated maneuver control during excursions from a hypersonic cruise flight path and the necessary flight condition constraints. The approach is to achieve specified guidance commands by resolving altitude and cross range errors into a load factor and bank angle command by using a coordinate transformation that acts as an interface between outer and inner loop flight controls. This interface, referred to as a 'resolver', applies constraints on angle of attack and dynamic pressure perturbations while prioritizing altitude regulation over cross range. An unpiloted test simulation, in which the resolver was used to drive inner loop flight controls, produced time histories of responses to guidance commands and atmospheric disturbances at Mach numbers of 6, 10, 15, and 20. Angle of attack and throttle perturbation constraints, combined with high speed flight effects and the desire to maintain constant dynamic pressure, significantly impact the maneuver envelope for a hypersonic vehicle.

Spacecraft attitude and velocity control system

NASA Technical Reports Server (NTRS)

Paluszek, Michael A. (Inventor); Piper, Jr., George E. (Inventor)

1992-01-01

A spacecraft attitude and/or velocity control system includes a controller which responds to at least attitude errors to produce command signals representing a force vector F and a torque vector T, each having three orthogonal components, which represent the forces and torques which are to be generated by the thrusters. The thrusters may include magnetic torquer or reaction wheels. Six difference equations are generated, three having the form ##EQU1## where a.sub.j is the maximum torque which the j.sup.th thruster can produce, b.sub.j is the maximum force which the j.sup.th thruster can produce, and .alpha..sub.j is a variable representing the throttling factor of the j.sup.th thruster, which may range from zero to unity. The six equations are summed to produce a single scalar equation relating variables .alpha..sub.j to a performance index Z: ##EQU2## Those values of .alpha. which maximize the value of Z are determined by a method for solving linear equations, such as a linear programming method. The Simplex method may be used. The values of .alpha..sub.j are applied to control the corresponding thrusters.

Near minimum-time maneuvers of the advanced space structures technology research experiment (ASTREX) test article: Theory and experiments

NASA Technical Reports Server (NTRS)

Vadali, Srinivas R.; Carter, Michael T.

1994-01-01

The Phillips Laboratory at the Edwards Air Force Base has developed the Advanced Space Structures Technology Research Experiment (ASTREX) facility to serve as a testbed for demonstrating the applicability of proven theories to the challenges of spacecraft maneuvers and structural control. This report describes the work performed on the ASTREX test article by Texas A&M University under contract NAS119373 as a part of the Control-Structure Interaction (CSI) Guest Investigator Program. The focus of this work is on maneuvering the ASTREX test article with compressed air thrusters that can be throttled, while attenuating structural excitation. The theoretical foundation for designing the near minimum-time thrust commands is based on the generation of smooth, parameterized optimal open-loop control profiles, and the determination of control laws for final position regulation and tracking using Lyapunov stability theory. Details of the theory, mathematical modeling, model updating, and compensation for the presence of 'real world' effects are described and the experimental results are presented. The results show an excellent match between theory and experiments.

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

36 CFR 7.13 - Yellowstone National Park.

Code of Federal Regulations, 2010 CFR

2010-07-01

... emissions, snowmobiles must operate at or below 73 dBA as measured at full throttle according to Society of... any hazardous substance, hazardous material, or hazardous waste as defined in 49 CFR 171.8 that... requires marking as defined in 49 CFR Subtitle B, is prohibited; provided, however, that the superintendent...

36 CFR 7.22 - Grand Teton National Park.

Code of Federal Regulations, 2011 CFR

2011-07-01

... must operate at or below 73 dBA as measured at full throttle according to Society of Automotive... for failure to comply with such terms and conditions as may be prescribed by the Superintendent in... family as described herein, except for failure to comply with the regulations applicable thereto after...

36 CFR 7.13 - Yellowstone National Park.

Code of Federal Regulations, 2011 CFR

2011-07-01

... emissions, snowmobiles must operate at or below 73 dBA as measured at full throttle according to Society of... any hazardous substance, hazardous material, or hazardous waste as defined in 49 CFR 171.8 that... requires marking as defined in 49 CFR Subtitle B, is prohibited; provided, however, that the superintendent...

NAHBE (Naval Academy Heat Balanced Engine) M151 Retrofit Evaluation

DTIC Science & Technology

1983-08-15

ORGANIZATION NAME AND ADDRESS 10. PRGRAM ELEMENT PROJECT. TASK AREA I WORK UNIT NUMIIERS Sonex Research, Inc. 300 Chinquapin Round Road Annapolis, MD 21401...lower. 3. At wide open throttle (WOT) the pressure drop through the air delivery system prevented supplying sufficient secondary air to operate at

49 CFR 210.31 - Operation standards (stationary locomotives at 30 meters).

Code of Federal Regulations, 2010 CFR

2010-10-01

... stationary locomotives at load cells: (1) Each noise emission test shall begin after the engine of the locomotive has attained the normal cooling water operating temperature as prescribed by the locomotive manufacturer. (2) Noise emission testing in idle or maximum throttle setting shall start after a 40 second...

40 CFR 610.63 - Performance tests.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Performance tests. 610.63 Section 610... RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.63 Performance tests. The effect of a device on a vehicle's performance will be determined by performing wide-open-throttle...

40 CFR 92.124 - Test sequence; general requirements.

Code of Federal Regulations, 2012 CFR

2012-07-01

.... (e) Pre-test engine measurements (e.g., idle and throttle notch speeds, fuel flows, etc.), pre-test engine performance checks (e.g., verification of engine power, etc.) and pre-test system calibrations (e... 40 Protection of Environment 21 2012-07-01 2012-07-01 false Test sequence; general requirements...

40 CFR 92.124 - Test sequence; general requirements.

Code of Federal Regulations, 2014 CFR

2014-07-01

.... (e) Pre-test engine measurements (e.g., idle and throttle notch speeds, fuel flows, etc.), pre-test engine performance checks (e.g., verification of engine power, etc.) and pre-test system calibrations (e... 40 Protection of Environment 20 2014-07-01 2013-07-01 true Test sequence; general requirements. 92...

40 CFR 92.124 - Test sequence; general requirements.

Code of Federal Regulations, 2010 CFR

2010-07-01

.... (e) Pre-test engine measurements (e.g., idle and throttle notch speeds, fuel flows, etc.), pre-test engine performance checks (e.g., verification of engine power, etc.) and pre-test system calibrations (e... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Test sequence; general requirements...

40 CFR 92.124 - Test sequence; general requirements.

Code of Federal Regulations, 2013 CFR

2013-07-01

.... (e) Pre-test engine measurements (e.g., idle and throttle notch speeds, fuel flows, etc.), pre-test engine performance checks (e.g., verification of engine power, etc.) and pre-test system calibrations (e... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Test sequence; general requirements...

40 CFR 92.124 - Test sequence; general requirements.

Code of Federal Regulations, 2011 CFR

2011-07-01

.... (e) Pre-test engine measurements (e.g., idle and throttle notch speeds, fuel flows, etc.), pre-test engine performance checks (e.g., verification of engine power, etc.) and pre-test system calibrations (e... 40 Protection of Environment 20 2011-07-01 2011-07-01 false Test sequence; general requirements...

40 CFR 92.131 - Smoke, data analysis.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Smoke, data analysis. 92.131 Section... analysis. The following procedure shall be used to analyze the smoke test data: (a) Locate each throttle... performed by direct analysis of the recorder traces, or by computer analysis of data collected by automatic...

40 CFR Appendix B to Subpart E of... - Tables

Code of Federal Regulations, 2010 CFR

2010-07-01

... Variable-Speed Engines Test segment Mode number Engine speed 1 Observed torque 2 (percent of max. observed...'s specifications. Idle speed is specified by the manufacturer. 2 Torque (non-idle): Throttle fully open for 100 percent points. Other non-idle points: ± 2 percent of engine maximum value. Torque (idle...

Evaluation of Diesel Engine Performance with Intake and Exhaust System Throttling : Volume 1. Text and Appendixes A through H.

DOT National Transportation Integrated Search

1975-11-01

The diesel engine itself is an important source of diesel powered vehicle noise, and becomes dominant after proper treatment of intake/exhaust and cooling system noise at vehicle speeds below fifty miles per hour. An investigation is reported, in two...

Electric propulsion system technology

NASA Technical Reports Server (NTRS)

Brophy, John R.; Garner, Charles E.; Goodfellow, Keith D.

1991-01-01

The work performed on the Ion Propulsion System Technology Task in FY90 is described. The objectives of this work fall under two broad categories. The first of these deals with issues associated with the application of xenon ion thrusters for primary propulsion of planetary spacecraft, and the second with the investigation of technologies which will facilitate the development of larger, higher power ion thrusters to support more advanced mission applications. Most of the effort was devoted to investigation of the critical issues associated with the use of ion thrusters for planetary spacecraft. These issues may be succinctly referred to as life time, system integration, and throttling. Chief among these is the engine life time. If the engines do not have sufficient life to perform the missions of interest, then the other issues become unimportant. Ion engine life time was investigated through two experimental programs: an investigation into the reduction of ion engine internal sputter erosion through the addition of small quantities of nitrogen, and a long duration cathode life test. In addition, a literature review and analysis of accelerator grid erosion were performed. The nitrogen addition tests indicated that the addition of between 0.5 and 1.0 percent of nitrogen by mass to the xenon propellant results in a reduction in the sputter erosion of discharge chamber components by a factor of between 20 and 50, with negligible reduction in thruster performance. The long duration test of a 6.35-mm dia. xenon hollow cathode is still in progress, and has accumulated more than 4,000 hours of operation at an emission current of 25 A at the time of this writing. One of the major system integration issues concerns possible interactions of the ion thruster produced charge exchange plasma with the spacecraft. A computer model originally developed to describe the behavior of mercury ion thruster charge exchange plasmas was resurrected and modified for xenon propellant. This model enables one to calculate the flow direction and local density of the charge exchange plasma, and indicates the degree to which this plasma can flow upstream of the thruster exhaust plane. A continuing effort to investigate the most desirable throttling technique for noble gas ion thrusters concentrated this year on experimentally determining the fixed flow rate throttling range of a 30-cm dia. thruster with a two-grid accelerator system. These experiments demonstrated a throttling capability which covers a 2.8 to 1 variation in input power. This throttling range is 55 percent greater than expected, and is due to better accelerator system performance at low net-to-total voltage ratios than indicated in the literature. To facilitate the development of large, higher power ion thrusters several brief studies were performed. These include the development of a technique which simulates ion thruster operation without beam extraction, the development of an optical technique to measure ion thruster grid distortion due to thermal expansion, tests of a capacitance measurement technique to quantify the accelerator system grid separation, and the development of a segmented thruster geometry which enables near term development of ion thrusters at power levels greater than 100 kW. Finally, a paper detailing the benefits of electric propulsion for the Space Exploration Initiative was written.

Propulsion Flight Research at NASA Dryden From 1967 to 1997

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Ray, Ronald J.; Conners, Timothy R.; Walsh, Kevin R.

1997-01-01

From 1967 to 1997, pioneering propulsion flight research activities have been conceived and conducted at the NASA Dryden Flight Research Center. Many of these programs have been flown jointly with the United States Department of Defense, industry, or the Federal Aviation Administration. Propulsion research has been conducted on the XB-70, F-111 A, F-111E, YF-12, JetStar, B-720, MD-11, F-15, F- 104, Highly Maneuverable Aircraft Technology, F-14, F/A-18, SR-71, and the hypersonic X-15 airplanes. Research studies have included inlet dynamics and control, in-flight thrust computation, integrated propulsion controls, inlet and boattail drag, wind tunnel-to-flight comparisons, digital engine controls, advanced engine control optimization algorithms, acoustics, antimisting kerosene, in-flight lift and drag, throttle response criteria, and thrust-vectoring vanes. A computer-controlled thrust system has been developed to land the F-15 and MD-11 airplanes without using any of the normal flight controls. An F-15 airplane has flown tests of axisymmetric thrust-vectoring nozzles. A linear aerospike rocket experiment has been developed and tested on the SR-71 airplane. This paper discusses some of the more unique flight programs, the results, lessons learned, and their impact on current technology.

Emergency Flight Control of a Twin-Jet Commercial Aircraft using Manual Throttle Manipulation

NASA Technical Reports Server (NTRS)

Cole, Jennifer H.; Cogan, Bruce R.; Fullerton, C. Gordon; Burken, John J.; Venti, Michael W.; Burcham, Frank W.

2007-01-01

The Department of Homeland Security (DHS) created the PCAR (Propulsion-Controlled Aircraft Recovery) project in 2005 to mitigate the ManPADS (man-portable air defense systems) threat to the commercial aircraft fleet with near-term, low-cost proven technology. Such an attack could potentially cause a major FCS (flight control system) malfunction or other critical system failure onboard the aircraft, despite the extreme reliability of current systems. For the situations in which nominal flight controls are lost or degraded, engine thrust may be the only remaining means for emergency flight control [ref 1]. A computer-controlled thrust system, known as propulsion-controlled aircraft (PCA), was developed in the mid 1990s with NASA, McDonnell Douglas and Honeywell. PCA's major accomplishment was a demonstration of an automatic landing capability using only engine thrust [ref 11. Despite these promising results, no production aircraft have been equipped with a PCA system, due primarily to the modifications required for implementation. A minimally invasive option is TOC (throttles-only control), which uses the same control principles as PCA, but requires absolutely no hardware, software or other aircraft modifications. TOC is pure piloting technique, and has historically been utilized several times by flight crews, both military and civilian, in emergency situations stemming from a loss of conventional control. Since the 1990s, engineers at NASA Dryden Flight Research Center (DFRC) have studied TOC, in both simulation and flight, for emergency flight control with test pilots in numerous configurations. In general, it was shown that TOC was effective on certain aircraft for making a survivable landing. DHS sponsored both NASA Dryden Flight Research Center (Edwards, CA) and United Airlines (Denver, Colorado) to conduct a flight and simulation study of the TOC characteristics of a twin-jet commercial transport, and assess the ability of a crew to control an aircraft down to a survivable runway landing using TOC. The PCAR project objective was a set of pilot procedures for operation of a specific aircraft without hydraulics that (a) have been validated in both simulation and flight by relevant personnel, and (b) mesh well with existing commercial operations, maintenance, and training at a minimum cost. As a result of this study, a procedure has been developed to assist a crew in making a survivable landing using TOC. In a simulation environment, line pilots with little or no previous TOC experience performed survivable runway landings after a few practice TOC approaches. In-flight evaluations put line pilots in a simulated emergency situation where TOC was used to recover the aircraft, maneuver to a landing site, and perform an approach down to 200 feet AGL. The results of this research, including pilot observations, procedure comments, recommendations, future work and lessons learned, will he discussed. Flight data and video footage of TOC approaches may also be shown.

Digital implementation of the TF30-P-3 turbofan engine control

NASA Technical Reports Server (NTRS)

Cwynar, D. S.; Batterton, P. G.

1975-01-01

The standard hydromechanical control modes for TF30-P-3 engine were implemented on a digital process control computer. Programming methods are described, and a method is presented to solve stability problems associated with fast response dynamic loops contained within the exhaust nozzle control. A modification of the exhaust nozzle control to provide for either velocity or position servoactuation systems is discussed. Transient response of the digital control was evaluated by tests on a real time hybrid simulation of the TF30-P-3 engine. It is shown that the deadtime produced by the calculation time delay between sampling and final output is more significant to transient response than the effects associated with sampling rate alone. For the main fuel control, extended update and calculation times resulted in a lengthened transient response to throttle bursts from idle to intermediate with an increase in high pressure compressor stall margin. Extremely long update intervals of 250 msec could be achieved without instability. Update extension for the exhaust nozzle control resulted in a delayed response of the afterburner light-off detector and exhaust nozzle overshoot with resulting fan oversuppression. Long update times of 150 msec caused failure of the control due to a false indication by the blowout detector.

ECN-1606

NASA Image and Video Library

1967-01-11

In this 1967 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is viewed from the front. This photograph provideds a good view of the pilot’s platform with the restrictive cockpit view like that of he real Lunar Module (LM) When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center’s (FRC) Lunar Landing Research Vehicle (LLRV) became the most significant one. After conceptual planning and meetings with engineers from Bell Aerosystems Company, Buffalo, N.Y., NASA FRC issued a $3.6 million production contract awarded in 1963, for delivery of the first of two vehicles for flight studies. Built of tubular aluminum alloy like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon’s surface. The LLRV had a turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine, lifted the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, thus simulating the reduced gravity of the Moon. Two lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll.. The pilot’s platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. The two LLRVs were shipped from Bell to the FRC in April 1964, with program emphasis on vehicle No. 1. The first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds

40 CFR 86.159-00 - Exhaust emission test procedures for US06 emissions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... from the dynamometer rolls shall be used. A speed vs. time recording, as evidence of dynamometer test... vehicle. In the case of vehicles with rear engine compartments (or if special designs make the above... appropriate throttle action to maintain the proper speed-time relationship, or to permit sampling system...

46 CFR 61.15-5 - Steam piping.

Code of Federal Regulations, 2010 CFR

2010-10-01

... hydrostatic test equal to 11/4 times the maximum allowable working pressure at the same periods prescribed for boilers in § 61.05-10. The hydrostatic test shall be applied from the boiler drum to the throttle valve... should be subjected to a hydrostatic test at a pressure of 11/4 times the maximum allowable working...

40 CFR 86.884-7 - Dynamometer operation cycle for smoke emission tests.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 19 2010-07-01 2010-07-01 false Dynamometer operation cycle for smoke... Dynamometer operation cycle for smoke emission tests. (a) The following sequence of operations shall be... the preconditioning prior to the smoke cycle. (ii) With the throttle remaining in the fully open...

14 CFR Appendix P to Part 121 - Requirements for ETOPS and Polar Operations

Code of Federal Regulations, 2013 CFR

2013-01-01

... the airplane's time-limited systems may not be less than 138 minutes calculated in accordance with... addition to the equipment specified in the certificate holder's MEL for 180-minute ETOPS, the following... electrical and pneumatic supply and operating to the APU's designed capability). (iii) The auto throttle...

14 CFR Appendix P to Part 121 - Requirements for ETOPS and Polar Operations

Code of Federal Regulations, 2014 CFR

2014-01-01

... the airplane's time-limited systems may not be less than 138 minutes calculated in accordance with... addition to the equipment specified in the certificate holder's MEL for 180-minute ETOPS, the following... electrical and pneumatic supply and operating to the APU's designed capability). (iii) The auto throttle...

14 CFR Appendix P to Part 121 - Requirements for ETOPS and Polar Operations

Code of Federal Regulations, 2012 CFR

2012-01-01

... the airplane's time-limited systems may not be less than 138 minutes calculated in accordance with... addition to the equipment specified in the certificate holder's MEL for 180-minute ETOPS, the following... electrical and pneumatic supply and operating to the APU's designed capability). (iii) The auto throttle...

14 CFR Appendix P to Part 121 - Requirements for ETOPS and Polar Operations

Code of Federal Regulations, 2011 CFR

2011-01-01

... the airplane's time-limited systems may not be less than 138 minutes calculated in accordance with... addition to the equipment specified in the certificate holder's MEL for 180-minute ETOPS, the following... electrical and pneumatic supply and operating to the APU's designed capability). (iii) The auto throttle...

14 CFR Appendix P to Part 121 - Requirements for ETOPS and Polar Operations

Code of Federal Regulations, 2010 CFR

2010-01-01

... the airplane's time-limited systems may not be less than 138 minutes calculated in accordance with... addition to the equipment specified in the certificate holder's MEL for 180-minute ETOPS, the following... electrical and pneumatic supply and operating to the APU's designed capability). (iii) The auto throttle...

Off-Design Analysis of a High Bypass Turbofan Using a Pulsed Detonation Combustor

DTIC Science & Technology

2010-03-01

Engine Off-Design Results.............................................................39 Code Verification and Operating Limit ...38 4.4. Maximum Operating Limit Baseline and Hybrid Engine ......................................... 41 4.5. Throttle...that an isentropic expansion process takes place followed by a heat rejection to close the cycle. The derivation for the solutions for the Chapman

Hybrid rocket propulsion systems for outer planet exploration missions

NASA Astrophysics Data System (ADS)

Jens, Elizabeth T.; Cantwell, Brian J.; Hubbard, G. Scott

2016-11-01

Outer planet exploration missions require significant propulsive capability, particularly to achieve orbit insertion. Missions to explore the moons of outer planets place even more demanding requirements on propulsion systems, since they involve multiple large ΔV maneuvers. Hybrid rockets present a favorable alternative to conventional propulsion systems for many of these missions. They typically enjoy higher specific impulse than solids, can be throttled, stopped/restarted, and have more flexibility in their packaging configuration. Hybrids are more compact and easier to throttle than liquids and have similar performance levels. In order to investigate the suitability of these propulsion systems for exploration missions, this paper presents novel hybrid motor designs for two interplanetary missions. Hybrid propulsion systems for missions to Europa and Uranus are presented and compared to conventional in-space propulsion systems. The hybrid motor design for each of these missions is optimized across a range of parameters, including propellant selection, O/F ratio, nozzle area ratio, and chamber pressure. Details of the design process are described in order to provide guidance for researchers wishing to evaluate hybrid rocket motor designs for other missions and applications.

Status Report on Ex-Vessel Coolability and Water Management

DOE Office of Scientific and Technical Information (OSTI.GOV)

Farmer, M. T.; Robb, K. R.

Specific to BWR plants, current accident management guidance calls for flooding the drywell to a level of approximately 1.2 m (4 feet) above the drywell floor once vessel breach has been determined. While this action can help to submerge ex-vessel core debris, it can also result in flooding the wetwell and thereby rendering the wetwell vent path unavailable. An alternate strategy is being developed in the industry guidance for responding to the severe accident capable vent Order, EA-13-109. The alternate strategy being proposed would throttle the flooding rate to achieve a stable wetwell water level while preserving the wetwell ventmore » path. The overall objective of this work is to upgrade existing analytical tools (i.e. MELTSPREAD and CORQUENCH - which have been used as part of the DOE-sponsored Fukushima accident analyses) in order to provide flexible, analytically capable, and validated models to support the development of water throttling strategies for BWRs that are aimed at keeping ex-vessel core debris covered with water while preserving the wetwell vent path.« less

Theory of finite disturbances in a centrifugal compression system with a vaneless radial diffuser

NASA Technical Reports Server (NTRS)

Moore, F. K.

1990-01-01

A previous small perturbation analysis of circumferential waves in circumferential compression systems, assuming inviscid flow, is shown to be consistent with observations that narrow diffusers are more stable than wide ones, when boundary layer displacement effect is included. The Moore-Greitzer analysis for finite strength transients containing both surge and rotating stall in axial machines is adapted for a centrifugal compression system. Under certain assumptions, and except for a new second order swirl, the diffuser velocity field, including resonant singularities, can be carried over from the previous inviscid linear analysis. Nonlinear transient equations are derived and applied in a simple example to show that throttling through a resonant value of flow coefficient must occur in a sudden surge-like drop, accompanied by a transient rotating wave. This inner solution is superseded by an outer surge response on a longer time scale. Surge may occur purely as result of circumferential wave resonance. Numerical results are shown for various parametric choices relating to throttle schedule and the characteristic slope. A number of circumferential modes considered simultaneously is briefly discussed.

Hybrid Propulsion In-Situ Resource Utilization Test Facility Results

NASA Technical Reports Server (NTRS)

Karp, Ashley Chandler; Nakazono, Barry; Vaughan, David; Warner, William N.

2015-01-01

Hybrid rockets present a promising alternative to conventional chemical propulsion systems for In-Situ Resource Utilization (ISRU) and in-space applications. While they have many benefits for these applications, there are still many small details that require research before they can be adopted into flight systems. A flexible test facility was developed at JPL to test operation of hybrid motors at small scale (5 cm outer diameter fuel grains) over a range of conditions. Specifically, this paper studies two of the major advantages: low temperature performance and throttling. Paraffin-based hybrid rockets are predicted to have good performance at low temperatures. This could significantly decrease the overall system mass by minimizing the thermal conditioning required for Mars or outer planet applications. Therefore, the coefficient of thermal expansion and glass transition of paraffin are discussed. Additionally, deep throttling has been considered for several applications. This was a natural starting point for hotfire testing using the hybrid propulsion ISRU test facility. Additionally, short length to diameter ratio (L/D) fuel grains are tested to determine if these systems can be packaged into geometrically constrained spaces.

Natural gas the new locomotive fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tuskey, L.W.

1984-01-01

This is a report on modification of a locomotive diesel engine to a dual-fuel engine to determine if the dual fuel engine in railway service will provide high performance, lower fuel and maintenance costs. After the locomotive was modified and the new governor and linkage were installed by General Motors at the BN's Northtown Diesel Shop near Minneapolis, the locomotive went through startup procedures. General Motors participated in startup. Some calibration, adjustments and minor piping changes were required but in general the problems encountered in startups were quite insignificant. The locomotive was connected to the load box (static test) duringmore » startup and at 720 RPM exceeded the required output for this test as established by the parties. Operation on straight oil over the range from idle through No. 8 throttle notch and on dual fuel from No. 5 through No. 8 throttle notch was smooth as was the transfer from oil to gas and from gas to oil. The engine exhaust on straight oil was almost clear but on gas it was totally clear. 16 references, 3 figures, 4 tables.« less

Bias Momentum Sizing for Hovering Dual-Spin Platforms

NASA Technical Reports Server (NTRS)

Lim, Kyong B.; Shin, Jong-Yeob; Moerder, Daniel D.

2006-01-01

An atmospheric flight vehicle in hover is typically controlled by varying its thrust vector. Achieving both levitation and attitude control with the propulsion system places considerable demands on it for agility and precision, particularly if the vehicle is statically unstable, or nearly so. These demands can be relaxed by introducing an appropriately sized angular momentum bias aligned with the vehicle's yaw axis, thus providing an additional margin of attitude stability about the roll and pitch axes. This paper describes a methodical approach for trading off angular momentum bias level needed with desired levels of vehicle response due to the design disturbance environment given a vehicle's physical parameters. It also describes several simplifications that provide a more physical and intuitive understanding of dual-spin dynamics for hovering atmospheric vehicles. This approach also mitigates the need for control torques and inadvertent actuator saturation difficulties in trying to stabilize a vehicle via control torques produced by unsteady aerodynamics, thrust vectoring, and unsteady throttling. Simulation results, based on a subscale laboratory test flying platform, demonstrate significant improvements in the attitude control robustness of the vehicle with respect to both wind disturbances and off-center of gravity payload changes during flight.

The Effect of Faster Engine Response on the Lateral Directional Control of a Damaged Aircraft

NASA Technical Reports Server (NTRS)

May, Ryan D.; Lemon, Kimberly A.; Csank, Jeffrey T.; Litt, Jonathan S.; Guo, Ten-Huei

2012-01-01

The integration of flight control and propulsion control has been a much discussed topic, especially for emergencies where the engines may be able to help stabilize and safely land a damaged aircraft. Previous research has shown that for the engines to be effective as flight control actuators, the response time to throttle commands must be improved. Other work has developed control modes that accept a higher risk of engine failure in exchange for improved engine response during an emergency. In this effort, a nonlinear engine model (the Commercial Modular Aero-Propulsion System Simulation 40k) has been integrated with a nonlinear airframe model (the Generic Transport Model) in order to evaluate the use of enhanced-response engines as alternative yaw rate control effectors. Tests of disturbance rejection and command tracking were used to determine the impact of the engines on the aircraft's dynamical behavior. Three engine control enhancements that improve the response time of the engine were implemented and tested in the integrated simulation. The enhancements were shown to increase the engine s effectiveness as a yaw rate control effector when used in an automatic feedback loop. The improvement is highly dependent upon flight condition; the airframe behavior is markedly improved at low altitude, low speed conditions, and relatively unchanged at high altitude, high speed.

A development of assistant surgical robot system based on surgical-operation-by-wire and hands-on-throttle-and-stick.

PubMed

Kim, Myungjoon; Lee, Chiwon; Park, Woo Jung; Suh, Yun Suhk; Yang, Han Kwang; Kim, H Jin; Kim, Sungwan

2016-05-20

Robot-assisted laparoscopic surgery offers several advantages compared with open surgery and conventional minimally invasive surgery. However, one issue that needs to be resolved is a collision between the robot arm and the assistant instrument. This is mostly caused by miscommunication between the surgeon and the assistant. To resolve this limitation, an assistant surgical robot system that can be simultaneously manipulated via a wireless controller is proposed to allow the surgeon to control the assistant instrument. The system comprises two novel master interfaces (NMIs), a surgical instrument with a gripper actuated by a micromotor, and 6-axis robot arm. Two NMIs are attached to master tool manipulators of da Vinci research kit (dVRK) to control the proposed system simultaneously with patient side manipulators of dVRK. The developments of the surgical instrument and NMI are based on surgical-operation-by-wire concept and hands-on-throttle-and-stick concept from the earlier research, respectively. Tests for checking the accuracy, latency, and power consumption of the NMI are performed. The gripping force, reaction time, and durability are assessed to validate the surgical instrument. The workspace is calculated for estimating the clinical applicability. A simple peg task using the fundamentals of laparoscopic surgery board and an in vitro test are executed with three novice volunteers. The NMI was operated for 185 min and reflected the surgeon's decision successfully with a mean latency of 132 ms. The gripping force of the surgical instrument was comparable to that of conventional systems and was consistent even after 1000 times of gripping motion. The reaction time was 0.4 s. The workspace was calculated to be 8397.4 cm(3). Recruited volunteers were able to execute the simple peg task within the cut-off time and successfully performed the in vitro test without any collision. Various experiments were conducted and it is verified that the proposed assistant surgical robot system enables collision-free and simultaneous operation of the dVRK's robot arm and the proposed assistant robot arm. The workspace is appropriate for the performance of various kinds of surgeries. Therefore, the proposed system is expected to provide higher safety and effectiveness for the current surgical robot system.

Small Spacecraft Active Thermal Control: Micro-Vascular Composites Enable Small Satellite Cooling

NASA Technical Reports Server (NTRS)

Ghosh, Alexander

2016-01-01

The Small Spacecraft Integrated Power System with Active Thermal Control project endeavors to achieve active thermal control for small spacecraft in a practical and lightweight structure by circulating a coolant through embedded micro-vascular channels in deployable composite panels. Typically, small spacecraft rely on small body mounted passive radiators to discard heat. This limits cooling capacity and leads to the necessity to design for limited mission operations. These restrictions severely limit the ability of the system to dissipate large amounts of heat from radios, propulsion systems, etc. An actively pumped cooling system combined with a large deployable radiator brings two key advantages over the state of the art for small spacecraft: capacity and flexibility. The use of a large deployable radiator increases the surface area of the spacecraft and allows the radiation surface to be pointed in a direction allowing the most cooling, drastically increasing cooling capacity. With active coolant circulation, throttling of the coolant flow can enable high heat transfer rates during periods of increased heat load, or isolate the radiator during periods of low heat dissipation.

Analysis and flight evaluation of a small, fixed-wing aircraft equipped with hinged plate spoilers

NASA Technical Reports Server (NTRS)

Olcott, J. W.; Sackel, E.; Ellis, D. R.

1981-01-01

The results of a four phase effort to evaluate the application of hinged plate spoilers/dive brakes to a small general aviation aircraft are presented. The test vehicle was a single engine light aircraft modified with an experimental set of upper surface spoilers and lower surface dive brakes similar to the type used on sailplanes. The lift, drag, stick free stability, trim, and dynamic response characteristics of four different spoiler/dive brake configurations were determined. Tests also were conducted, under a wide range of flight conditions and with pilots of various experience levels, to determine the most favorable methods of spoiler control and to evaluate how spoilers might best be used during the approach and landing task. The effects of approach path angle, approach airspeed, and pilot technique using throttle/spoiler integrated control were investigated for day, night, VFR, and IFR approaches and landings. The test results indicated that spoilers offered significant improvements in the vehicle's performance and flying qualities for all elements of the approach and landing task, provided a suitable method of control was available.

Adaptable Single Active Loop Thermal Control System (TCS) for Future Space Missions

NASA Technical Reports Server (NTRS)

Mudawar, Issam; Lee, Seunghyun; Hasan, Mohammad

2015-01-01

This presentation will examine the development of a thermal control system (TCS) for future space missions utilizing a single active cooling loop. The system architecture enables the TCS to be reconfigured during the various mission phases to respond, not only to varying heat load, but to heat rejection temperature as well. The system will consist of an accumulator, pump, cold plates (evaporators), condenser radiator, and compressor, in addition to control, bypass and throttling valves. For cold environments, the heat will be rejected by radiation, during which the compressor will be bypassed, reducing the system to a simple pumped loop that, depending on heat load, can operate in either a single-phase liquid mode or two-phase mode. For warmer environments, the pump will be bypassed, enabling the TCS to operate as a heat pump. This presentation will focus on recent findings concerning two-phase flow regimes, pressure drop, and heat transfer coefficient trends in the cabin and avionics micro-channel heat exchangers when using the heat pump mode. Also discussed will be practical implications of using micro-channel evaporators for the heat pump.

NASA Tech Briefs, March 2003

NASA Technical Reports Server (NTRS)

2003-01-01

Topics covered include: Tool for Bending a Metal Tube Precisely in a Confined Space; Multiple-Use Mechanisms for Attachment to Seat Tracks; Force-Measuring Clamps; Cellular Pressure-Actuated Joint; Block QCA Fault-Tolerant Logic Gates; Hybrid VLSI/QCA Architecture for Computing FFTs; Arrays of Carbon Nanotubes as RF Filters in Waveguides; Carbon Nanotubes as Resonators for RF Spectrum Analyzers; Software for Viewing Landsat Mosaic Images; Updated Integrated Mission Program; Software for Sharing and Management of Information; Update on Integrated Optical Design Analyzer; Optical-Quality Thin Polymer Membranes; Rollable Thin Shell Composite-Material Paraboloidal Mirrors; Folded Resonant Horns for Power Ultrasonic Applications; Touchdown Ball-Bearing System for Magnetic Bearings; Flux-Based Deadbeat Control of Induction-Motor Torque; Block Copolymers as Templates for Arrays of Carbon Nanotubes; Throttling Cryogen Boiloff To Control Cryostat Temperature; Collaborative Software Development Approach Used to Deliver the New Shuttle Telemetry Ground Station; Turbulence in Supercritical O2/H2 and C7H16/N2 Mixing Layers; and Time-Resolved Measurements in Optoelectronic Microbioanal.

Simulated Beam Extraction Performance Characterization of a 50-cm Ion Thruster Discharge

NASA Technical Reports Server (NTRS)

Foster, John E.; Hubble, Aimee; Nowak-Gucker, Sarah; Davis, Chris; Peterson, Peter; Viges, Eric; Chen, Dave

2013-01-01

A 50 cm ion thruster is being developed to operate at >65 percent total efficiency at 11 kW, 2700 s Isp and over 25 kW, 4500 s Isp at a total efficiency of >75 percent. The engine is being developed to address the need for a multimode system that can provide a range of thrust-to- power to service national and commercial near-earth onboard propulsion needs such as station-keeping and orbit transfer. Operating characteristics of the 50 cm ion thruster were measured under simulated beam extraction. The discharge current distribution at the various magnet rings was measured over a range of operating conditions. The relationship between the anode current distribution and the resulting plasma uniformity and ion flux measured at the thruster exit plane is discussed. The thermal envelope will also be investigated through the monitoring of magnet temperatures over the range of discharge powers investigated. Discharge losses as a function of propellant utilization was also characterized at multiple simulated beam currents. Bulk plasma conditions such as electron temperature and electron density near engine centerline was measured over a range of operating conditions using an internal Langmuir probe. Sensitivity of discharge performance to chamber length is also discussed. This data acquired from this discharge study will be used in the refinement of a throttle table in anticipation for eventual beam extraction testing.

LPG gaseous phase electronic port injection on performance, emission and combustion characteristics of Lean Burn SI Engine

NASA Astrophysics Data System (ADS)

Bhasker J, Pradeep; E, Porpatham

2016-08-01

Gaseous fuels have always been established as an assuring way to lessen emissions in Spark Ignition engines. In particular, LPG resolved to be an affirmative fuel for SI engines because of their efficient combustion properties, lower emissions and higher knock resistance. This paper investigates performance, emission and combustion characteristics of a microcontroller based electronic LPG gaseous phase port injection system. Experiments were carried out in a single cylinder diesel engine altered to behave as SI engine with LPG as fuel at a compression ratio of 10.5:1. The engine was regulated at 1500 rpm at a throttle position of 20% at diverse equivalence ratios. The test results were compared with that of the carburetion system. The results showed that there was an increase in brake power output and brake thermal efficiency with LPG gas phase injection. There was an appreciable extension in the lean limit of operation and maximum brake power output under lean conditions. LPG injection technique significantly reduces hydrocarbon and carbon monoxide emissions. Also, it extremely enhances the rate of combustion and helps in extending the lean limit of LPG. There was a minimal increase of NOx emissions over the lean operating range due to higher temperature. On the whole it is concluded that port injection of LPG is best suitable in terms of performance and emission for LPG fuelled lean burn SI engine.

Steady-state bumpless transfer under controller uncertainty using the state/output feedback topology

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zheng, K.; Lee, A.H.; Bentsman, J.

2006-01-15

Linear quadratic (LQ) bumpless transfer design introduced recently by Turner and Walker gives a very convenient and straightforward computational procedure for the steady-state bumpless transfer operator synthesis. It is, however, found to be incapable of providing convergence of the output of the offline controller to that of the online controller in several industrial applications, producing bumps in the plant output in the wake of controller transfer. An examination of this phenomenon reveals that the applications in question are characterized by a significant mismatch, further referred to as controller uncertainty, between the dynamics of the implemented controllers and their models usedmore » in the transfer operator computation. To address this problem, while retaining the convenience of the Turner and Walker design, a novel state/output feedback bumpless transfer topology is introduced that employs the nominal state of the offline controller and, through the use of an additional controller/model mismatch compensator, also the offline controller output. A corresponding steady-state bumpless transfer design procedure along with the supporting theory is developed for a large class of systems. Due to these features, it is demonstrated to solve a long-standing problem of high-quality steady-state bumpless transfer from the industry standard low-order nonlinear multiloop PID-based controllers to the modern multiinput-multioutput (MIMO) robust controllers in the megawatt/throttle pressure control of a typical coal-fired boiler/turbine unit.« less

DISC BRAKE SYSTEM (CENTER), INCLUDING BELT DRIVE TO SECONDARY GENERAL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

DISC BRAKE SYSTEM (CENTER), INCLUDING BELT DRIVE TO SECONDARY GENERAL MOTORS ENGINE (LEFT)AND FERREL REDUCTION GEAR CONNECTION TO ALLIS-CHALMERS DIESEL ENGINE (RIGHT), LOOKING NORTH. NOTE TORQUE CONVERTER (TOP) AND THROTTLE (BELOW) LINES CONNECTING TO PRIMARY ENGINE. - Mad River Glen, Single Chair Ski Lift, 62 Mad River Glen Resort Road, Fayston, Washington County, VT

49 CFR 325.59 - Measurement procedure; stationary test.

Code of Federal Regulations, 2011 CFR

2011-10-01

... made of the sound level generated by a stationary motor vehicle as follows: (a) Park the motor vehicle... open throttle. Return the engine's speed to idle. (e) Observe the maximum reading on the sound level... this section until the first two maximum sound level readings that are within 2 dB(A) of each other are...

Integrally geared and integrated turbine generator energy recovery for high pressure natural gas

DOE Office of Scientific and Technical Information (OSTI.GOV)

Agahi, R.R.; Ershaghi, B.; Moser, H.

1995-12-31

Recovery of pressure let-down energy dates back to the early 1980`s. Several installations have proven the feasibility and attractive pay back of using turbine generator system in lieu of throttling valves. These installations, on average, are saving up to 200,000 barrels of fuel oil per year. Since the first installation, many improvements have been implemented in turboexpander packages and the associated control systems. Based on site requirements, two alternate designs may be introduced. One is a totally encapsulated integral turboexpander generator unit. The other is an integrally geared turboexpander. Both alternatives have the flexibility necessary to cope with a widemore » range of inlet gas conditions while maintaining required outlet gas conditions. These installations are environmentally friendly (no hazardous gas leakage) and operate within an acceptable noise level.« less

Why do drivers maintain short headways in fog? A driving-simulator study evaluating feeling of risk and lateral control during automated and manual car following.

PubMed

Saffarian, M; Happee, R; Winter, J C F de

2012-01-01

Drivers in fog tend to maintain short headways, but the reasons behind this phenomenon are not well understood. This study evaluated the effect of headway on lateral control and feeling of risk in both foggy and clear conditions. Twenty-seven participants completed four sessions in a driving simulator: clear automated (CA), clear manual (CM), fog automated (FA) and fog manual (FM). In CM and FM, the drivers used the steering wheel, throttle and brake pedals. In CA and FA, a controller regulated the distance to the lead car, and the driver only had to steer. Drivers indicated how much risk they felt on a touchscreen. Consistent with our hypothesis, feeling of risk and steering activity were elevated when the lead car was not visible. These results might explain why drivers adopt short headways in fog. Practitioner Summary: Fog poses a serious road safety hazard. Our driving-simulator study provides the first experimental evidence to explain the role of risk-feeling and lateral control in headway reduction. These results are valuable for devising effective driver assistance and support systems.

Traffic jam driving with NMV avoidance

NASA Astrophysics Data System (ADS)

Milanés, Vicente; Alonso, Luciano; Villagrá, Jorge; Godoy, Jorge; de Pedro, Teresa; Oria, Juan P.

2012-08-01

In recent years, the development of advanced driver assistance systems (ADAS) - mainly based on lidar and cameras - has considerably improved the safety of driving in urban environments. These systems provide warning signals for the driver in the case that any unexpected traffic circumstance is detected. The next step is to develop systems capable not only of warning the driver but also of taking over control of the car to avoid a potential collision. In the present communication, a system capable of autonomously avoiding collisions in traffic jam situations is presented. First, a perception system was developed for urban situations—in which not only vehicles have to be considered, but also pedestrians and other non-motor-vehicles (NMV). It comprises a differential global positioning system (DGPS) and wireless communication for vehicle detection, and an ultrasound sensor for NMV detection. Then, the vehicle's actuators - brake and throttle pedals - were modified to permit autonomous control. Finally, a fuzzy logic controller was implemented capable of analyzing the information provided by the perception system and of sending control commands to the vehicle's actuators so as to avoid accidents. The feasibility of the integrated system was tested by mounting it in a commercial vehicle, with the results being encouraging.

Flight Measurements of the Effect of a Controllable Thrust Reverser on the Flight Characteristics of a Single-Engine Jet Airplane

NASA Technical Reports Server (NTRS)

Anderson, Seth B.; Cooper, George E.; Faye, Alan E., Jr.

1959-01-01

A flight investigation was undertaken to determine the effect of a fully controllable thrust reverser on the flight characteristics of a single-engine jet airplane. Tests were made using a cylindrical target-type reverser actuated by a hydraulic cylinder through a "beep-type" cockpit control mounted at the base of the throttle. The thrust reverser was evaluated as an in-flight decelerating device, as a flight path control and airspeed control in landing approach, and as a braking device during the ground roll. Full deflection of the reverser for one reverser configuration resulted in a reverse thrust ratio of as much as 85 percent, which at maximum engine power corresponded to a reversed thrust of 5100 pounds. Use of the reverser in landing approach made possible a wide selection of approach angles, a large reduction in approach speed at steep approach angles, improved control of flight path angle, and more accuracy in hitting a given touchdown point. The use of the reverser as a speed brake at lower airspeeds was compromised by a longitudinal trim change. At the lower airspeeds and higher engine powers there was insufficient elevator power to overcome the nose-down trim change at full reverser deflection.

Development and Flight Test of an Emergency Flight Control System Using Only Engine Thrust on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Burken, John J.; Maine, Trindel A.; Fullerton, C. Gordon

1997-01-01

An emergency flight control system that uses only engine thrust, called the propulsion-controlled aircraft (PCA) system, was developed and flight tested on an MD-11 airplane. The PCA system is a thrust-only control system, which augments pilot flightpath and track commands with aircraft feedback parameters to control engine thrust. The PCA system was implemented on the MD-11 airplane using only software modifications to existing computers. Results of a 25-hr flight test show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds, altitudes, and configurations. PCA approaches, go-arounds, and three landings without the use of any normal flight controls were demonstrated, including ILS-coupled hands-off landings. PCA operation was used to recover from an upset condition. The PCA system was also tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control, a history of accidents or incidents in which some or all flight controls were lost, the MD-11 airplane and its systems, PCA system development, operation, flight testing, and pilot comments.

Hampson’s type cryocoolers with distributed Joule-Thomson effect for mixed refrigerants closed cycle

NASA Astrophysics Data System (ADS)

Maytal, Ben-Zion

2014-05-01

Most previous studies on Joule-Thomson cryocoolers of mixed refrigerants in a closed cycle focus on the Linde kind recuperator. The present study focuses on four constructions of Hampson’s kind miniature Joule-Thomson cryocoolers based on finned capillary tubes. The frictional pressure drop along the tubes plays the role of distributed Joule-Thomson expansion so that an additional orifice or any throttle at the cold end is eliminated. The high pressure tube is a throttle and a channel of recuperation at the same time. These coolers are tested within two closed cycle systems of different compressors and different compositions of mixed coolants. All tests were driven by the same level of discharge pressure (2.9 MPa) while the associated suction pressures and the associated reached temperatures are dependent on each particular cryocooler and on the closed cycle system. The mixture of higher specific cooling capacity cannot reach temperatures below 80 K when driven by the smaller compressor. The other mixture of lower specific cooling capacity driven by the larger compressor reaches lower temperatures. The examined parameters are the cooldown period and the reachable temperatures by each cryocooler.

Mass transport enhancement in redox flow batteries with corrugated fluidic networks

NASA Astrophysics Data System (ADS)

Lisboa, Kleber Marques; Marschewski, Julian; Ebejer, Neil; Ruch, Patrick; Cotta, Renato Machado; Michel, Bruno; Poulikakos, Dimos

2017-08-01

We propose a facile, novel concept of mass transfer enhancement in flow batteries based on electrolyte guidance in rationally designed corrugated channel systems. The proposed fluidic networks employ periodic throttling of the flow to optimally deflect the electrolytes into the porous electrode, targeting enhancement of the electrolyte-electrode interaction. Theoretical analysis is conducted with channels in the form of trapezoidal waves, confirming and detailing the mass transport enhancement mechanism. In dilute concentration experiments with an alkaline quinone redox chemistry, a scaling of the limiting current with Re0.74 is identified, which compares favourably against the Re0.33 scaling typical of diffusion-limited laminar processes. Experimental IR-corrected polarization curves are presented for high concentration conditions, and a significant performance improvement is observed with the narrowing of the nozzles. The adverse effects of periodic throttling on the pumping power are compared with the benefits in terms of power density, and an improvement of up to 102% in net power density is obtained in comparison with the flow-by case employing straight parallel channels. The proposed novel concept of corrugated fluidic networks comes with facile fabrication and contributes to the improvement of the transport characteristics and overall performance of redox flow battery systems.

Methods of increasing thermal efficiency of steam and gas turbine plants

NASA Astrophysics Data System (ADS)

Vasserman, A. A.; Shutenko, M. A.

2017-11-01

Three new methods of increasing efficiency of turbine power plants are described. Increasing average temperature of heat supply in steam turbine plant by mixing steam after overheaters with products of combustion of natural gas in the oxygen. Development of this idea consists in maintaining steam temperature on the major part of expansion in the turbine at level, close to initial temperature. Increasing efficiency of gas turbine plant by way of regenerative heating of the air by gas after its expansion in high pressure turbine and before expansion in the low pressure turbine. Due to this temperature of air, entering combustion chamber, is increased and average temperature of heat supply is consequently increased. At the same time average temperature of heat removal is decreased. Increasing efficiency of combined cycle power plant by avoiding of heat transfer from gas to wet steam and transferring heat from gas to water and superheated steam only. Steam will be generated by multi stage throttling of the water from supercritical pressure and temperature close to critical, to the pressure slightly higher than condensation pressure. Throttling of the water and separation of the wet steam on saturated water and steam does not require complicated technical devices.

Development of model reference adaptive control theory for electric power plant control applications

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mabius, L.E.

1982-09-15

The scope of this effort includes the theoretical development of a multi-input, multi-output (MIMO) Model Reference Control (MRC) algorithm, (i.e., model following control law), Model Reference Adaptive Control (MRAC) algorithm and the formulation of a nonlinear model of a typical electric power plant. Previous single-input, single-output MRAC algorithm designs have been generalized to MIMO MRAC designs using the MIMO MRC algorithm. This MRC algorithm, which has been developed using Command Generator Tracker methodologies, represents the steady state behavior (in the adaptive sense) of the MRAC algorithm. The MRC algorithm is a fundamental component in the MRAC design and stability analysis.more » An enhanced MRC algorithm, which has been developed for systems with more controls than regulated outputs, alleviates the MRC stability constraint of stable plant transmission zeroes. The nonlinear power plant model is based on the Cromby model with the addition of a governor valve management algorithm, turbine dynamics and turbine interactions with extraction flows. An application of the MRC algorithm to a linearization of this model demonstrates its applicability to power plant systems. In particular, the generated power changes at 7% per minute while throttle pressure and temperature, reheat temperature and drum level are held constant with a reasonable level of control. The enhanced algorithm reduces significantly control fluctuations without modifying the output response.« less

Effects of cusped field thruster on the performance of drag-free control system

NASA Astrophysics Data System (ADS)

Cui, K.; Liu, H.; Jiang, W. J.; Sun, Q. Q.; Hu, P.; Yu, D. R.

2018-03-01

With increased measurement tasks of space science, more requirements for the spacecraft environment have been put forward. Those tasks (e.g. the measurement of Earth's steady state gravity field anomalies) lead to the desire for developing drag-free control. Higher requirements for the thruster performance are made due to the demand for the drag-free control system and real-time compensation for non-conservative forces. Those requirements for the propulsion system include wide continuous throttling ability, high resolution, rapid response, low noise and so on. As a promising candidate, the cusped field thruster has features such as the high working stability, the low erosion rate, a long lifetime and the simple structure, so that it is chosen as the thruster to be discussed in this paper. Firstly, the performance of a new cusped field thruster is tested and analyzed. Then a drag-free control scheme based on the cusped field thruster is designed to evaluate the performance of this thruster. Subsequently, the effects of the thrust resolution, transient response time and thrust uncertainty on the controller are calculated respectively. Finally, the performance of closed-loop system is analyzed, and the simulation results verify the feasibility of applying cusped field thruster to drag-free flight in the space science measurement tasks.

Method of controlling a variable geometry type turbocharger

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hirabayashi, Y.

1988-08-23

This patent describes a method of controlling the supercharging pressure of a variable geometry type turbocharger having a bypass, comprising the following steps which are carried out successively: receiving signals from an engine speed sensor and from an engine knocking sensor; receiving a signal from a throttle valve sensor; judging whether or not an engine is being accelerated, and proceeding to step below if the engine is being accelerated and to step below if the engine is not being accelerated, i.e., if the engine is in a constant speed operation; determining a first correction value and proceeding to step below;more » judging whether or not the engine is knocking, and proceeding to step (d) if knocking is occurring and to step (f) below if no knocking is occurring; determining a second correction value and proceeding to step; receiving signals from the engine speed sensor and from an airflow meter which measures the quantity of airflow to be supplied to the engine; calculating an airflow rate per engine revolution; determining a duty valve according to the calculated airflow rate; transmitting the corrected duty value to control means for controlling the geometry of the variable geometry type turbocharger and the opening of bypass of the turbocharger, thereby controlling the supercharging pressure of the turbocharger.« less

Evaluation of spray application methods for navel orangeworm control in almonds.

PubMed

Markle, James C; Niederholzer, Franz Ja; Zalom, Frank G

2016-12-01

Gear Up/Throttle Down (GUTD) and Inward Only strategies represent potential alternatives to conventional airblast applications to reduce spray drift. This study evaluates Inward Only and a modified version of GUTD in almonds, the largest US tree crop, at the recommended hull split treatment timing for control of navel orangeworm (NOW), the key almond insect pest. Conventional treatment produced the most drift (15.6% of total bifenthrin load), while the GUTD and Inward Only treatments produced only 7.6 and 9.7% respectively. For all methods, 92-94% of the drift was found in the first 15.2 m downwind of the orchard. NOW control was lower for the Inward Only treatment compared with the GUTD and conventional treatments. NOW control was consistently lower at 4.88 m height relative to 2.44 m in all treatments, reflecting the reduced deposition higher in the tree canopy recorded in deposition samples. While Inward Only treatments reduced spray drift relative to the conventional application method, poorer control of NOW, the key insect pest of almonds, in the Inward Only treatment would likely limit its voluntary use by growers. However, GUTD holds promise for use at the hull split treatment timing to address spray drift. © 2016 Society of Chemical Industry. © 2016 Society of Chemical Industry.

Torque coordinating robust control of shifting process for dry dual clutch transmission equipped in a hybrid car

NASA Astrophysics Data System (ADS)

Zhao, Z.-G.; Chen, H.-J.; Yang, Y.-Y.; He, L.

2015-09-01

For a hybrid car equipped with dual clutch transmission (DCT), the coordination control problems of clutches and power sources are investigated while taking full advantage of the integrated starter generator motor's fast response speed and high accuracy (speed and torque). First, a dynamic model of the shifting process is established, the vehicle acceleration is quantified according to the intentions of the driver, and the torque transmitted by clutches is calculated based on the designed disengaging principle during the torque phase. Next, a robust H∞ controller is designed to ensure speed synchronisation despite the existence of model uncertainties, measurement noise, and engine torque lag. The engine torque lag and measurement noise are used as external disturbances to initially modify the output torque of the power source. Additionally, during the torque switch phase, the torque of the power sources is smoothly transitioned to the driver's demanded torque. Finally, the torque of the power sources is further distributed based on the optimisation of system efficiency, and the throttle opening of the engine is constrained to avoid sharp torque variations. The simulation results verify that the proposed control strategies effectively address the problem of coordinating control of clutches and power sources, establishing a foundation for the application of DCT in hybrid cars.

Development of a Measurement and Control System for a 40l/h Helium Liquefier based on Siemens PLC S7-300

NASA Astrophysics Data System (ADS)

Li, J.; Liu, L. Q.; Xu, X. D.; Liu, T.; Li, Q.; Hu, Z. J.; Wang, B. M.; Xiong, L. Y.; Dong, B.; Yan, T.

A 40l/h Helium Liquefier has been commissioned by the Technical Institute of Physics and Chemistry, Chinese Academy of Sciences. A measurement and control system based on Siemens PLC S7-300 for this Helium Liquefier is developed. Proper sensors are selected, for example, three types of transmitters are adopted respectively according to detailed temperature measurement requirements. Siemens S7-300 PLC CPU315-2PN/DP operates as a master station and three sets of ET200 M DP remote expand I/O operate asslave stations. Profibus-DP field communication is used between the master station and the slave stations. The upper computer HMI(Human Machine Interface) is compiled using Siemens configuration software WinCC V7.0. The upper computer communicates with PLC by means of industrial Ethernet. A specific control logic for this Helium Liquefier is developed. The control of the suction and discharge pressures of the compressor and the control of the turbo-expanders loop are being discussed in this paper. Following the commissioning phase, the outlet temperature of the second stage turbine has reached 8.6K and the temperature before the throttle valve has reached 13.1K.

Spark discharge and flame inception analysis through spectroscopy in a DISI engine fuelled with gasoline and butanol

NASA Astrophysics Data System (ADS)

Irimescu, A.; Merola, S. S.

2017-10-01

Extensive application of downsizing, as well as the application of alternative combustion control with respect to well established stoichiometric operation, have determined a continuous increase in the energy that is delivered to the working fluid in order to achieve stable and repeatable ignition. Apart from the complexity of fluid-arc interactions, the extreme thermodynamic conditions of this initial combustion stage make its characterization difficult, both through experimental and numerical techniques. Within this context, the present investigation looks at the analysis of spark discharge and flame kernel formation, through the application of UV-visible spectroscopy. Characterization of the energy transfer from the spark plug’s electrodes to the air-fuel mixture was achieved by the evaluation of vibrational and rotational temperatures during ignition, for stoichiometric and lean fuelling of a direct injection spark ignition engine. Optical accessibility was ensured from below the combustion chamber through an elongated piston design, that allowed the central region of the cylinder to be investigated. Fuel effects were evaluated for gasoline and n-butanol; roughly the same load was investigated in throttled and wide-open throttle conditions for both fuels. A brief thermodynamic analysis confirmed that significant gains in efficiency can be obtained with lean fuelling, mainly due to the reduction of pumping losses. Minimal effect of fuel type was observed, while mixture strength was found to have a stronger influence on calculated temperature values, especially during the initial stage of ignition. In-cylinder pressure was found to directly determine emission intensity during ignition, but the vibrational and rotational temperatures featured reduced dependence on this parameter. As expected, at the end of kernel formation, temperature values converged towards those typically found for adiabatic flames. The results show that indeed only a relatively small part of the electrical energy is actually used for promoting chemical reactions and that temperature during the arc and kernel phases are influenced to a reduced extent by fuel concentrations.

Experimental investigation of a solid rocket combustion simulator

NASA Technical Reports Server (NTRS)

Frederick, Robert A., Jr.

1991-01-01

The response of solid rocket motor materials to high-temperature corrosive gases is usually accomplished by testing the materials in a subscale solid rocket motor. While this imposes the proper thermal and chemical environment, a solid rocket motor does not provide practical features that would enhance systematic evaluations such as: the ability to throttle for margin testing, on/off capability, low test cost, and a low-hazards test article. Solid Rocket Combustion Simulators (SRCS) are being evaluated by NASA to test solid rocket nozzle materials and incorporate these essential practical features into the testing of rocket materials. The SRCS is designed to generate the thermochemical environment of a solid rocket. It uses hybrid rocket motor technology in which gaseous oxygen (Gox) is injected into a chamber containing a solid fuel grain. Specific chemicals are injected in the aft mixing chamber so that the gases entering the test section match the temperature and a non-dimensional erosion factor B' to insure similarity with a solid motor. Because the oxygen flow can be controlled, this approach allows margin testing, the ability to throttle, and an on/off capability. The fuel grains are inert which makes the test article very safe to handle. The objective of this work was to establish the baseline operating characteristics of a Labscale Solid Rocket Combustion Simulator (LSRCS). This included establishing the baseline burning rates of plexiglass fuels and the evaluation of a combustion instability for hydroxy-terminated polybutadyene (HTPB) propellants. The scope of the project included: (1) activation of MSFC Labscale Hybrid Combustion Simulator; (2) testing of plexiglass fuel at Gox ranges from 0.025 to 0.200 lb/s; (3) burning HTPB fuels at a Gox rate of 0.200 lb/s using four different mixing chamber configurations; and (4) evaluating the fuel regression and chamber pressure responses of each firing.

First-principles study of the variation of electron transport in a single molecular junction with the length of the molecular wire

NASA Astrophysics Data System (ADS)

Pal, Partha Pratim; Pati, Ranjit

2010-07-01

We report a first-principles study of quantum transport in a prototype two-terminal device consisting of a molecular nanowire acting as an inter-connect between two gold electrodes. The wire is composed of a series of bicyclo[1.1.1]pentane (BCP) cage-units. The length of the wire (L) is increased by sequentially increasing the number of BCP cage units in the wire from 1 to 3. A two terminal model device is made out of each of the three wires. A parameter free, nonequilibrium Green’s function approach, in which the bias effect is explicitly included within a many body framework, is used to calculate the current-voltage characteristics of each of the devices. In the low bias regime that is considered in our study, the molecular devices are found to exhibit Ohmic behavior with resistances of 0.12, 1.4, and 6.5μΩ for the wires containing one, two, and three cages respectively. Thus the conductance value, Gc , which is the reciprocal of resistance, decreases as e-βL with a decay constant (β) of 0.59Å-1 . This observed variation of conductance with the length of the wire is in excellent agreement with the earlier reported exponential decay feature of the electron transfer rate predicted from the electron transfer coupling matrix values obtained using the two-state Marcus-Hush model and the Koopman’s theorem approximation. The downright suppression of the computed electrical current for a bias up to 0.4 V in the longest wire can be exploited in designing a three terminal molecular transistor; this molecular wire could potentially be used as a throttle to avoid leakage gate current.

Knowledge-based reasoning in the Paladin tactical decision generation system

NASA Technical Reports Server (NTRS)

Chappell, Alan R.

1993-01-01

A real-time tactical decision generation system for air combat engagements, Paladin, has been developed. A pilot's job in air combat includes tasks that are largely symbolic. These symbolic tasks are generally performed through the application of experience and training (i.e. knowledge) gathered over years of flying a fighter aircraft. Two such tasks, situation assessment and throttle control, are identified and broken out in Paladin to be handled by specialized knowledge based systems. Knowledge pertaining to these tasks is encoded into rule-bases to provide the foundation for decisions. Paladin uses a custom built inference engine and a partitioned rule-base structure to give these symbolic results in real-time. This paper provides an overview of knowledge-based reasoning systems as a subset of rule-based systems. The knowledge used by Paladin in generating results as well as the system design for real-time execution is discussed.

On the prediction of spray angle of liquid-liquid pintle injectors

NASA Astrophysics Data System (ADS)

Cheng, Peng; Li, Qinglian; Xu, Shun; Kang, Zhongtao

2017-09-01

The pintle injector is famous for its capability of deep throttling and low cost. However, the pintle injector has been seldom investigated. To get a good prediction of the spray angle of liquid-liquid pintle injectors, theoretical analysis, numerical simulations and experiments were conducted. Under the hypothesis of incompressible and inviscid flow, a spray angle formula was deduced from the continuity and momentum equations based on a control volume analysis. The formula was then validated by numerical and experimental data. The results indicates that both geometric and injection parameters affect the total momentum ratio (TMR) and then influence the spray angle formed by liquid-liquid pintle injectors. TMR is the pivotal non-dimensional number that dominates the spray angle. Compared with gas-gas pintle injectors, spray angle formed by liquid-liquid injectors is larger, which benefits from the local high pressure zone near the pintle wall caused by the impingement of radial and axial sheets.

Performance, emissions, and physical characteristics of a rotating combustion aircraft engine

NASA Technical Reports Server (NTRS)

Berkowitz, M.; Hermes, W. L.; Mount, R. E.; Myers, D.

1976-01-01

The RC2-75, a liquid cooled two chamber rotary combustion engine (Wankel type), designed for aircraft use, was tested and representative baseline (212 KW, 285 BHP) performance and emissions characteristics established. The testing included running fuel/air mixture control curves and varied ignition timing to permit selection of desirable and practical settings for running wide open throttle curves, propeller load curves, variable manifold pressure curves covering cruise conditions, and EPA cycle operating points. Performance and emissions data were recorded for all of the points run. In addition to the test data, information required to characterize the engine and evaluate its performance in aircraft use is provided over a range from one half to twice its present power. The exhaust emissions results are compared to the 1980 EPA requirements. Standard day take-off brake specific fuel consumption is 356 g/KW-HR (.585 lb/BHP-HR) for the configuration tested.

Propulsion and Cryogenics Advanced Development (PCAD) Project Propulsion Technologies for the Lunar Lander

NASA Technical Reports Server (NTRS)

Klem, Mark D.; Smith, Timothy D.

2008-01-01

The Propulsion and Cryogenics Advanced Development (PCAD) Project in the Exploration Technology Development Program is developing technologies as risk mitigation for Orion and the Lunar Lander. An integrated main and reaction control propulsion system has been identified as a candidate for the Lunar Lander Ascent Module. The propellants used in this integrated system are Liquid Oxygen (LOX)/Liquid Methane (LCH4) propellants. A deep throttle pump fed Liquid Oxygen (LOX)/Liquid Hydrogen (LH2) engine system has been identified for the Lunar Lander Descent Vehicle. The propellant combination and architecture of these propulsion systems are novel and would require risk reduction prior to detailed design and development. The PCAD Project addresses the technology requirements to obtain relevant and necessary test data to further the technology maturity of propulsion hardware utilizing these propellants. This plan and achievements to date will be presented.

Turbulence flight director analysis and preliminary simulation

NASA Technical Reports Server (NTRS)

Johnson, D. E.; Klein, R. E.

1974-01-01

A control column and trottle flight director display system is synthesized for use during flight through severe turbulence. The column system is designed to minimize airspeed excursions without overdriving attitude. The throttle system is designed to augment the airspeed regulation and provide an indication of the trim thrust required for any desired flight path angle. Together they form an energy management system to provide harmonious display indications of current aircraft motions and required corrective action, minimize gust upset tendencies, minimize unsafe aircraft excursions, and maintain satisfactory ride qualities. A preliminary fixed-base piloted simulation verified the analysis and provided a shakedown for a more sophisticated moving-base simulation to be accomplished next. This preliminary simulation utilized a flight scenario concept combining piloting tasks, random turbulence, and discrete gusts to create a high but realistic pilot workload conducive to pilot error and potential upset. The turbulence director (energy management) system significantly reduced pilot workload and minimized unsafe aircraft excursions.

The helical screw expander evaluation project. [for geothermal wells

NASA Technical Reports Server (NTRS)

Mckay, R. A.

1977-01-01

A positive-displacement helical-screw expander of the Lysholm type has been adapted for geothermal service and successfully demonstrated in a 50 kW prototype power system. Evaluation of the expander by tests of a new model in a 1 MW power system under wellhead conditions in selected liquid-dominated geothermal fields is proposed. The objectives are to determine the performance characteristics of the expander and power system over a broad range of operating conditions and also to examine the concept of wellhead power plants. Throttling and fractionation of the fluids from the test wells is planned to simulate a wide range of wellhead pressures and steam fractions. Variation in the expander exhaust pressure is also planned. The investigation will include expander efficiency, corrosion, erosion, scale formation and control, and endurance testing. Interaction studies with the wells and an electric grid are also proposed.

Revised Simulation Model of the Control System, Displays, and Propulsion System for a ASTOVL Lift Fan Aircraft

NASA Technical Reports Server (NTRS)

Franklin, James A.

1997-01-01

This report describes revisions to a simulation model that was developed for use in piloted evaluations of takeoff, transition, hover, and landing characteristics of an advanced short takeoff and vertical landing lift fan fighter aircraft. These revisions have been made to the flight/propulsion control system, head-up display, and propulsion system to reflect recent flight and simulation experience with short takeoff and vertical landing operations. They include nonlinear inverse control laws in all axes (eliminating earlier versions with state rate feedback), throttle scaling laws for flightpath and thrust command, control selector commands apportioned based on relative effectiveness of the individual controls, lateral guidance algorithms that provide more flexibility for terminal area operations, and a simpler representation of the propulsion system. The model includes modes tailored to the phases of the aircraft's operation, with several response types which are coupled to the aircraft's aerodynamic and propulsion system effectors through a control selector tailored to the propulsion system. Head-up display modes for approach and hover are integrated with the corresponding control modes. Propulsion system components modeled include a remote lift fan and a lift-cruise engine. Their static performance and dynamic responses are represented by the model. A separate report describes the subsonic, power-off aerodynamics and jet induced aerodynamics in hover and forward flight, including ground effects.

Xenon Feed System Progress

DTIC Science & Technology

2006-01-01

From - To) 13-06-2006 Technical Paper 4. TITLE AND SUBTITLE 5a. CONTRACT NUMBER F04611-00-C-0055 Xenon Feed System Progress (Preprint) 5b. GRANT...propulsion xenon feed system for a flight technology demonstration program. Major accomplishments include: 1) Utilization of the Moog...successfully fed xenon to a 200 watt Hall Effect Thruster in a Technology Demonstration Program. The feed system has demonstrated throttling of xenon

Developer Network

DOE Office of Scientific and Technical Information (OSTI.GOV)

2012-08-21

NREL's Developer Network, developer.nrel.gov, provides data that users can access to provide data to their own analyses, mobile and web applications. Developers can retrieve the data through a Web services API (application programming interface). The Developer Network handles overhead of serving up web services such as key management, authentication, analytics, reporting, documentation standards, and throttling in a common architecture, while allowing web services and APIs to be maintained and managed independently.

Safe Operation of Mobile Unmanned Ground Vehicle (UGV) Systems

DTIC Science & Technology

2010-07-13

vehicle could go during uncommanded movement and full throttle acceleration. 4. TEST PROCEDURES. 4.1 Vehicle Subsystem Tests. These tests identify...time required to go from straight ahead to full deflection in one direction. (sec) i. Observations on ability of the remote operator to maintain...were well below the lateral acceleration limits of the vehicle resulting in very predictable handling traits. The primary concern , albeit subjective

Numerical Investigation of Second-Law Characteristics of Ramjet Throttling

DTIC Science & Technology

2012-01-01

25 th International Congress of the Aeronautical Sciences, 2006. [6] Marley, C., and Riggins, D., “The Thermodynamics of Exergy Losses and...subsystems across an aircraft. This common loss metric is provided by analyzing exergy destruction or entropy generation [4] [5] ; exergy destruction...increased, the internal wetted surfaces of the ramjet become exposed. Subsequently, when the solid rocket propellant is exhausted, the engine is operated in

Artificial Immune System for Flight Envelope Estimation and Protection

DTIC Science & Technology

2014-12-31

Throttle Failure 103 5.3. Estimation Algorithms for Sensor AC 108 5.3.1. Roll Rate Sensor Bias 108...4.13. Reference Features-Pattern for a Roll Rate Sensor Under Low Severity Failure 93 Figure 4.14. Reference Features-Pattern for a Roll Rate...Average PI for Different ACs 134 Figure 6.9. Roll Response Under High Magnitude Stabilator Failure 135 Figure 6.10. Pitch

Laboratory Investigation of Ice Formation and Elimination in the Induction System of a Large Twin-engine Cargo Aircraft

NASA Technical Reports Server (NTRS)

Colis, William D

1947-01-01

The icing characteristics, the de-icing rate with hot air, and the effect of impact ice on fuel metering and mixture distribution have been determined in a laboratory investigation of that part of the engine induction system consisting of a three-barrel injection-type carburetor and a supercharger housing with spinner-type fuel injection from an 18-cylinder radial engine used on a large twin-engine cargo airplane. The induction system remained ice-free at carburetor-air temperatures above 36 F regardless of the moisture content of the air. Between carburetor-air temperatures of 32 F and 36 F with humidity ratios in excess of saturation, serious throttling ice formed in the carburetor because of expansion cooling of the air; at carburetor-air temperatures below 32 F with humidity ratios in excess of saturation, serious impact-ice formations occurred, Spinner-type fuel injection at the entrance to the supercharger and heating of the supercharger-inlet elbow and the guide vanes by the warn oil in the rear engine housing are design features that proved effective in eliminating fuel-evaporation icing and minimized the formation of throttling ice below the carburetor. Air-flow recovery time with fixed throttle was rapidly reduced as the inlet -air wet -bulb temperature was increased to 55 F; further temperature increase produced negligible improvement in recovery time. Larger ice formations and lower icing temperatures increased the time required to restore proper air flow at a given wet-bulb temperature. Impact-ice formations on the entrance screen and the top of the carburetor reduced the over-all fuel-air ratio and increased the spread between the over-all ratio and the fuel-air ratio of the individual cylinders. The normal spread of fuel-air ratio was increased from 0.020 to 0.028 when the left quarter of the entrance screen was blocked in a manner simulating the blocking resulting from ice formations released from upstream duct walls during hot-air de-icing.

American medical informatics review for 2011.

PubMed

Grams, Ralph

2012-04-01

2011 has been a productive year for may hospitals that have gone through the conversion process to a fully integrated EMR. This is expensive and traumatic for the entire staff.We must now throttle back on the accelerator and let these systems settle and mature so that the bugs and problems can be resolved. England made serious mistakes in the pressure they placed on a central control of everything and it has cost them their investment. We need to learn from their experience and let innovation and experimentation be done on what is presently in the field so that we do not force inefficiency and error on those who follow. The companies need to spend less on connectivity and more on system improvement and physician modifications. Less regulatory control and more quality control are needed. Are these new systems really working and are they going to keep working?These questions need answers before more money is spent and perhaps wasted. Without the support of the staff and medical community, this whole investment will be wasted and the effort will be less than optimal. Let's hope sanity returns to Washington this year and we have an opportunity to study and analyze our current progress.

Autonomous intelligent cruise control system

NASA Astrophysics Data System (ADS)

Baret, Marc; Bomer, Thierry T.; Calesse, C.; Dudych, L.; L'Hoist, P.

1995-01-01

Autonomous intelligent cruise control (AICC) systems are not only controlling vehicles' speed but acting on the throttle and eventually on the brakes they could automatically maintain the relative speed and distance between two vehicles in the same lane. And more than just for comfort it appears that these new systems should improve the safety on highways. By applying a technique issued from the space research carried out by MATRA, a sensor based on a charge coupled device (CCD) was designed to acquire the reflected light on standard-mounted car reflectors of pulsed laser diodes emission. The CCD is working in a unique mode called flash during transfer (FDT) which allows identification of target patterns in severe optical environments. It provides high accuracy for distance and angular position of targets. The absence of moving mechanical parts ensures high reliability for this sensor. The large field of view and the high measurement rate give a global situation assessment and a short reaction time. Then, tracking and filtering algorithms have been developed in order to select the target, on which the equipped vehicle determines its safety distance and speed, taking into account its maneuvering and the behaviors of other vehicles.

Implementation of a Water Flow Control System into the ISS'S Planned Fluids & Combustion Facility

NASA Technical Reports Server (NTRS)

Edwards, Daryl A.

2003-01-01

The Fluids and Combustion Facility (FCF) will become an ISS facility capable of performing basic combustion and fluids research. The facility consists of two independent payload racks specifically configured to support multiple experiments over the life of the ISS. Both racks will depend upon the ISS's Moderate Temperature Loop (MTL) for removing waste heat generated by the avionics and experiments operating within the racks. By using the MTL, constraints are imposed by the ISS vehicle on how the coolant resource is used. On the other hand, the FCF depends upon effective thermal control for maximizing life of the hardware and for supplying proper boundary conditions for the experiments. In the implementation of a design solution, significant factors in the selection of the hardware included ability to measure and control relatively low flow rates, ability to throttle flow within the time constraints of the ISS MTL, conserve energy usage, observe low mass and small volume requirements. An additional factor in the final design solution selection was considering how the system would respond to a loss of power event. This paper describes the method selected to satisfy the FCF design requirements while maintaining the constraints applied by the ISS vehicle.

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.

1979-01-01

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Development of helicopter attitude axes controlled hover flight without pilot assistance and vehicle crashes

NASA Astrophysics Data System (ADS)

Simon, Miguel

In this work, we show how to computerize a helicopter to fly attitude axes controlled hover flight without the assistance of a pilot and without ever crashing. We start by developing a helicopter research test bed system including all hardware, software, and means for testing and training the helicopter to fly by computer. We select a Remote Controlled helicopter with a 5 ft. diameter rotor and 2.2 hp engine. We equip the helicopter with a payload of sensors, computers, navigation and telemetry equipment, and batteries. We develop a differential GPS system with cm accuracy and a ground computerized navigation system for six degrees of freedom (6-DoF) free flight while tracking navigation commands. We design feedback control loops with yet-to-be-determined gains for the five control "knobs" available to a flying radio-controlled (RC) miniature helicopter: engine throttle, main rotor collective pitch, longitudinal cyclic pitch, lateral cyclic pitch, and tail rotor collective pitch. We develop helicopter flight equations using fundamental dynamics, helicopter momentum theory and blade element theory. The helicopter flight equations include helicopter rotor equations of motions, helicopter rotor forces and moments, helicopter trim equations, helicopter stability derivatives, and a coupled fuselage-rotor helicopter 6-DoF model. The helicopter simulation also includes helicopter engine control equations, a helicopter aerodynamic model, and finally helicopter stability and control equations. The derivation of a set of non-linear equations of motion for the main rotor is a contribution of this thesis work. We design and build two special test stands for training and testing the helicopter to fly attitude axes controlled hover flight, starting with one axis at a time and progressing to multiple axes. The first test stand is built for teaching and testing controlled flight of elevation and yaw (i.e., directional control). The second test stand is built for teaching and testing any one or combination of the following attitude axes controlled flight: (1) pitch, (2) roll and (3) yaw. The subsequent development of a novel method to decouple, stabilize and teach the helicopter hover flight is a primary contribution of this thesis. The novel method included the development of a non-linear modeling technique for linearizing the RPM state equation dynamics so that a simple but accurate transfer function is derivable between the "available torque of the engine" and RPM. Specifically, the main rotor and tail rotor torques are modeled accurately with a bias term plus a nonlinear term involving the product of RPM squared times the main rotor blade pitch angle raised to the three-halves power. Application of this non-linear modeling technique resulted in a simple, representative and accurate transfer function model of the open-loop plant for the entire helicopter system so that all the feedback control laws for autonomous flight purposes could be derived easily using classical control theory. This is one of the contributions of this dissertation work. After discussing the integration of hardware and software elements of our helicopter research test bed system, we perform a number of experiments and tests using the two specially built test stands. Feedback gains are derived for controlling the following: (1) engine throttle to maintain prescribed main rotor angular speed, (2) main rotor collective pitch to maintain constant elevation, (3) longitudinal cyclic pitch to maintain prescribed pitch angle, (4) lateral cyclic pitch to maintain prescribed roll angle, and (5) yaw axis to maintain prescribed compass direction. (Abstract shortened by UMI.)

Experimentally Determined Plasma Parameters in a 30 cm Ion Engine

NASA Technical Reports Server (NTRS)

Sengupta, Anita; Goebel, Dan; Fitzgerald, Dennis; Owens, Al; Tynan, George; Dorner, Russ

2004-01-01

Single planar Langmuir probes and fiber optic probes are used to concurrently measure the plasma properties and neutral density variation in a 30cm diameter ion engine discharge chamber, from the immediate vicinity of the keeper to the near grid plasma region. The fiber optic probe consists of a collimated optical fiber recessed into a double bore ceramic tube fitted with a stainless steel light-limiting window. The optical fiber probe is used to measure the emission intensity of excited neutral xenon for a small volume of plasma, at various radial and axial locations. The single Langmuir probes, are used to generate current-voltage characteristics at a total of 140 spatial locations inside the discharge chamber. Assuming a maxwellian distribution for the electron population, the Langmuir probe traces provide spatially resolved measurements of plasma potential, electron temperature, and plasma density. Data reduction for the NSTAR TH8 and TH15 throttle points indicates an electron temperature range of 1 to 7.9 eV and an electron density range of 4e10 to le13 cm(sup -3), throughout the discharge chamber, consistent with the results in the literature. Plasma potential estimates, computed from the first derivative of the probe characteristic, indicate potential from 0.5V to 11V above the discharge voltage along the thruster centerline. These values are believed to be excessively high due to the sampling of the primary electron population along the thruster centerline. Relative neutral density profiles are also obtained with a fiber optic probe sampling photon flux from the 823.1 nm excited to ground state transition. Plasma parameter measurements and neutral density profiles will be presented as a function of probe location and engine discharge conditions. A discussion of the measured electron energy distribution function will also be presented, with regards to variation from pure maxwellian. It has been found that there is a distinct primary population found along the thruster centerline, which causes estimates of electron temperature, electron density, and plasma potential, to err on the high side, due this energetic population. Computation of the energy distribution fimction of the plasma clearly indicates the presence of primaries, whose presence become less obvious with radial distance from the main discharge plume.

CRADA Final Report for CRADA Number ORNL00-0605: Advanced Engine/Aftertreatment System R&D

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pihl, Josh A; West, Brian H; Toops, Todd J

2011-10-01

Navistar and ORNL established this CRADA to develop diesel engine aftertreatment configurations and control strategies that could meet emissions regulations while maintaining or improving vehicle efficiency. The early years of the project focused on reducing the fuel penalty associated with lean NOx trap (LNT), also known as NOx adsorber catalyst regeneration and desulfation. While Navistar pursued engine-based (in-cylinder) approaches to LNT regeneration, complementary experiments at ORNL focused on in-exhaust fuel injection. ORNL developed a PC-based controller for transient electronic control of EGR valve position, intake throttle position, and actuation of fuel injectors in the exhaust system of a Navistar enginemore » installed at Oak Ridge. Aftertreatment systems consisting of different diesel oxidation catalysts (DOCs) in conjunction with a diesel particle filter and LNT were evaluated under quasi-steady-state conditions. Hydrocarbon (HC) species were measured at multiple locations in the exhaust system with Gas chromatograph mass spectrometry (GC-MS) and Fourier transform infrared (FTIR) spectroscopy. Under full-load, rated speed conditions, injection of fuel upstream of the DOC reduced the fuel penalty for a given level of NOx reduction by 10-20%. GC-MS showed that fuel compounds were 'cracked' into smaller hydrocarbon species over the DOC, particularly light alkenes. GC-MS analysis of HC species entering and exiting the LNT showed high utilization of light alkenes, followed by mono-aromatics; branched alkanes passed through the LNT largely unreacted. Follow-on experiments at a 'road load' condition were conducted, revealing that the NOx reduction was better without the DOC at lower temperatures. The improved performance was attributed to the large swings in the NOx adsorber core temperature. Split-injection experiments were conducted with ultra-low sulfur diesel fuel and three pure HC compounds: 1-pentene, toluene, and iso-octane. The pure compound experiments confirmed the previous results regarding hydrocarbon reactivity: 1-pentene was the most efficient LNT reductant, followed by toluene. Injection location had minimal impact on the reactivity of these two compounds. Iso-octane was an ineffective LNT reductant, requiring high doses (resulting in high HC emissions) to achieve reasonable NOx conversions. Diesel fuel reactivity was sensitive to injection location, with the best performance achieved through fuel injection downstream of the DOC. This configuration generated large LNT temperature excursions, which probably improved the efficiency of the NOx storage/reduction process, but also resulted in very high HC emissions. The ORNL team demonstrated an LNT desulfation under 'road load' conditions using throttling, EGR, and in-pipe injection of diesel fuel. Flow reactor characterization of core samples cut from the front and rear of the engine-aged LNT revealed complex spatially dependent degradation mechanisms. The front of the catalyst contained residual sulfates, which impacted NOx storage and conversion efficiencies at high temperatures. The rear of the catalyst showed significant sintering of the washcoat and precious metal particles, resulting in lower NOx conversion efficiencies at low temperatures. Further flow reactor characterization of engine-aged LNT core samples established that low temperature performance was limited by slow release and reduction of stored NOx during regeneration. Carbon monoxide was only effective at regenerating the LNT at temperatures above 200 C; propene was unreactive even at 250 C. Low temperature operation also resulted in unselective NOx reduction, resulting in high emissions of both N{sub 2}O and NH{sub 3}. During the latter years of the CRADA, the focus was shifted from LNTs to other aftertreatment devices. Two years of the CRADA were spent developing detailed ammonia SCR device models with sufficient accuracy and computational efficiency to be used in development of model-based ammonia injection control algorithms.ORNL, working closely with partners at Navistar and Mi« less

The Development of a Control System for a 5 Kilowatt Free Piston Stirling Space Convertor

NASA Technical Reports Server (NTRS)

Kirby, Raymond L.; Vitale, Nicholas

2008-01-01

The new NASA Vision for Exploration, announced by President Bush in January 2004, proposes an ambitious program that plans to return astronauts to the moon by the 2018 time frame. A recent NASA study entitled "Affordable Fission Surface Power Study" recommended a 40 kWe, 900 K, NaK-cooled, Stirling conversion for 2020 launch. Use of two of the nominal 5 kW converters allows the system to be dynamically balanced. A group of four dual-converter combinations that would yield 40 kWe can be tested to validate the viability of Stirling technology for space fission surface power systems. The work described in this paper deals specifically with the control system for the 5 kW convertor described in the preceding paragraph. This control system is responsible for maintaining piston stroke to a setpoint in the presence of various disturbances including electrical load variations. Pulse starting of the FSPE convertor is also an inherent part of such a control system. Finally, the ability to throttle the engine to match the required output power is discussed in terms of setpoint control. Several novel ideas have been incorporated into the piston stroke control strategy that will engender a stable response to disturbances in the presence of midpoint drift while providing useful data regarding the position of both the power piston and displacer.

The Development of a Control System for a 5 Kilowatt Free Piston Stirling Engine Convertor

NASA Technical Reports Server (NTRS)

Kirby, Raymond L.; Vitale, Nick

2008-01-01

The new NASA Vision for Exploration, announced by President Bush in January 2004, proposes an ambitious program that plans to return astronauts to the moon by the 2018 time frame. A recent NASA study entitled "Affordable Fission Surface Power Study" recommended a 40 kWe, 900 K, NaK-cooled, Stirling convertors for 2020 launch. Use of two of the nominal 5 kW convertors allows the system to be dynamically balanced. A group of four dual-convertor combinations that would yield 40 kWe can be tested to validate the viability of Stirling technology for space fission surface power systems. The work described in this paper deals specifically with the control system for the 5 kW convertor described in the preceding paragraph. This control system is responsible for maintaining piston stroke to a setpoint in the presence of various disturbances including electrical load variations. Pulse starting of the Free Piston Stirling Engine (FPSE) convertor is also an inherent part of such a control system. Finally, the ability to throttle the engine to match the required output power is discussed in terms of setpoint control. Several novel ideas have been incorporated into the piston stroke control strategy that will engender a stable response to disturbances in the presence of midpoint drift while providing useful data regarding the position of both the power piston and displacer.

Parametric diagnosis of the adaptive gas path in the automatic control system of the aircraft engine

NASA Astrophysics Data System (ADS)

Kuznetsova, T. A.

2017-01-01

The paper dwells on the adaptive multimode mathematical model of the gas-turbine aircraft engine (GTE) embedded in the automatic control system (ACS). The mathematical model is based on the throttle performances, and is characterized by high accuracy of engine parameters identification in stationary and dynamic modes. The proposed on-board engine model is the state space linearized low-level simulation. The engine health is identified by the influence of the coefficient matrix. The influence coefficient is determined by the GTE high-level mathematical model based on measurements of gas-dynamic parameters. In the automatic control algorithm, the sum of squares of the deviation between the parameters of the mathematical model and real GTE is minimized. The proposed mathematical model is effectively used for gas path defects detecting in on-line GTE health monitoring. The accuracy of the on-board mathematical model embedded in ACS determines the quality of adaptive control and reliability of the engine. To improve the accuracy of identification solutions and sustainability provision, the numerical method of Monte Carlo was used. The parametric diagnostic algorithm based on the LPτ - sequence was developed and tested. Analysis of the results suggests that the application of the developed algorithms allows achieving higher identification accuracy and reliability than similar models used in practice.

A low power, microvalve regulated architecture for drug delivery systems.

PubMed

Evans, Allan Thomas; Park, Jong M; Chiravuri, Srinivas; Gianchandani, Yogesh B

2010-02-01

This paper describes an actively-controlled architecture for drug delivery systems that offers high performance and volume efficiency through the use of micromachined components. The system uses a controlled valve to regulate dosing by throttling flow from a mechanically pressurized reservoir, thereby eliminating the need for a pump. To this end, the valve is fabricated from a glass wafer and silicon-on-insulator wafer for sensor integration. The valve draws a maximum power of 1.68 μW| (averaged over time); with the existing packaging scheme, it has a volume of 2.475 cm3. The reservoirs are assembled by compressing polyethylene terephthalate polymer balloons with metal springs. The metal springs are fabricated from Elgiloy® using photochemical etching. The springs pressurize the contents of 37 mLchambers up to 15 kPa. The system is integrated with batteries and a control circuit board within a 113 cm3 metal casing. This system has been evaluated in different control modes to mimic clinical applications. Bolus deliveries of1.5 mL have been regulated as well as continuous flows of 0.15 mL/day with accuracies of 3.22%. The results suggest that this device can be used in an implant to regulate intrathecal drug delivery

Above-real-time training (ARTT) improves transfer to a simulated flight control task.

PubMed

Donderi, D C; Niall, Keith K; Fish, Karyn; Goldstein, Benjamin

2012-06-01

The aim of this study was to measure the effects of above-real-time-training (ARTT) speed and screen resolution on a simulated flight control task. ARTT has been shown to improve transfer to the criterion task in some military simulation experiments. We tested training speed and screen resolution in a project, sponsored by Defence Research and Development Canada, to develop components for prototype air mission simulators. For this study, 54 participants used a single-screen PC-based flight simulation program to learn to chase and catch an F-18A fighter jet with another F-18A while controlling the chase aircraft with a throttle and side-stick controller. Screen resolution was varied between participants, and training speed was varied factorially across two sessions within participants. Pretest and posttest trials were at high resolution and criterion (900 knots) speed. Posttest performance was best with high screen resolution training and when one ARTT training session was followed by a session of criterion speed training. ARTT followed by criterion training improves performance on a visual-motor coordination task. We think that ARTT influences known facilitators of transfer, including similarity to the criterion task and contextual interference. Use high-screen resolution, start with ARTT, and finish with criterion speed training when preparing a mission simulation.

Small Scale Turbopump Manufacturing Technology and Material Processes

NASA Technical Reports Server (NTRS)

Alvarez, Erika; Morgan, Kristin; Wells, Doug; Zimmerman, Frank

2011-01-01

As part of an internal research and development project, NASA Marshall Space Flight Center (MSFC) has been developing a high specific impulse 9,000-lbf LOX/LH2 pump-fed engine testbed with the capability to throttle 10:1. A Fuel Turbopump (FTP) with the ability to operate across a speed range of 30,000-rpm to 100,000-rpm was developed and analyzed. This small size and flight-like Fuel Turbopump has completed the design and analysis phase and is currently in the manufacturing phase. This paper highlights the manufacturing and processes efforts to fabricate an approximately 20-lb turbopump with small flow passages, intricately bladed components and approximately 3-in diameter impellers. As a result of the small scale and tight tolerances of the hardware on this turbopump, several unique manufacturing and material challenges were encountered. Some of the technologies highlighted in this paper include the use of powder metallurgy technology to manufacture small impellers, electron beam welding of a turbine blisk shroud, and casting challenges. The use of risk reduction efforts such as non-destructive testing (NDT) and evaluation (NDE), fractography, material testing, and component spin testing are also discussed in this paper.

Navy Virginia (SSN-774) Class Attack Submarine Procurement: Background and Issues for Congress

DTIC Science & Technology

2010-07-30

conformal acoustic velocity sensor wide aperture array (CAVES WAA), and a flexible payload sail. AESR is a software package comprised of two systems...when they are modernized. CAVES WAA is a sensor array that is designed to detect the vibrations and acoustic signatures of targets. The Navy has...require reliability improvements (Active Shaft Grounding System, Circuit D, Ship Service Turbine Generator magnetic levitation bearings / throttle

View forward in starboard engine room, compartment C1. Lagged cylinders ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View forward in starboard engine room, compartment C-1. Lagged cylinders at lower right are part of a steam engine that poers the salt water circulating pumps. Note main throttle wheel at lower center of photograph. Handles at lower center are cylinder manifold drains. Handles to the right are engine starting valves. (062) - USS Olympia, Penn's Landing, 211 South Columbus Boulevard, Philadelphia, Philadelphia County, PA

Spatially-Resolved Beam Current and Charge-State Distributions for the NEXT Ion Engine

NASA Technical Reports Server (NTRS)

Pollard, James E.; Diamant, Kevin D.; Crofton, Mark W.; Patterson, Michael J.; Soulas, George C.

2010-01-01

Plume characterization tests with the 36-cm NEXT ion engine are being performed at The Aerospace Corporation using engineering-model and prototype-model thrusters. We have examined the beam current density and xenon charge-state distribution as functions of position on the accel grid. To measure the current density ratio j++/j+, a collimated Eprobe was rotated through the plume with the probe oriented normal to the accel electrode surface at a distance of 82 cm. The beam current density jb versus radial position was measured with a miniature planar probe at 3 cm from the accel. Combining the j++/j+ and jb data yielded the ratio of total Xe+2 current to total Xe+1 current (J++/J+) at forty operating points in the standard throttle table. The production of Xe+2 and Xe+3 was measured as a function of propellant utilization to support performance and lifetime predictions for an extended throttle table. The angular dependence of jb was measured at intermediate and far-field distances to assist with plume modeling and to evaluate the thrust loss due to beam divergence. Thrust correction factors were derived from the total doubles-to-singles current ratio and from the far-field divergence data

Conductance valve and pressure-to-conductance transducer method and apparatus

DOEpatents

Schoeniger, Joseph S.; Cummings, Eric B.; Brennan, James S.

2005-01-18

A device for interrupting or throttling undesired ionic transport through a fluid network is disclosed. The device acts as a fluid valve by reversibly generating a fixed "bubble" in the conducting solvent solution carried by the network. The device comprises a porous hydrophobic structure filling a portion of a connecting channel within the network and optionally incorporates flow restrictor elements at either end of the porous structure that function as pressure isolation barriers, and a fluid reservoir connected to the region of the channel containing the porous structure. Also included is a pressure pump connected to the fluid reservoir. The device operates by causing the pump to vary the hydraulic pressure to a quantity of solvent solution held within the reservoir and porous structure. At high pressures, most or all of the pores of the structure are filled with conducting liquid so the ionic conductance is high. At lower pressures, only a fraction of the pores are filled with liquid, so ionic conductivity is lower. Below a threshold pressure, the porous structure contains only vapor, so there is no liquid conduction path. The device therefore effectively throttles ionic transport through the porous structure and acts as a "conductance valve" or "pressure-to-conductance" transducer within the network.

Achieving Space Shuttle Abort-to-Orbit Using the Five-Segment Booster

NASA Technical Reports Server (NTRS)

Craft, Joe; Ess, Robert; Sauvageau, Don

2003-01-01

The Five-Segment Booster design concept was evaluated by a team that determined the concept to be feasible and capable of achieving the desired abort-to-orbit capability when used in conjunction with increased Space Shuttle main engine throttle capability. The team (NASA Johnson Space Center, NASA Marshall Space Flight Center, ATK Thiokol Propulsion, United Space Alliance, Lockheed-Martin Space Systems, and Boeing) selected the concept that provided abort-to-orbit capability while: 1) minimizing Shuttle system impacts by maintaining the current interface requirements with the orbiter, external tank, and ground operation systems; 2) minimizing changes to the flight-proven design, materials, and processes of the current four-segment Shuttle booster; 3) maximizing use of existing booster hardware; and 4) taking advantage of demonstrated Shuttle main engine throttle capability. The added capability can also provide Shuttle mission planning flexibility. Additional performance could be used to: enable implementation of more desirable Shuttle safety improvements like crew escape, while maintaining current payload capability; compensate for off nominal performance in no-fail missions; and support missions to high altitudes and inclinations. This concept is a low-cost, low-risk approach to meeting Shuttle safety upgrade objectives. The Five-Segment Booster also has the potential to support future heavy-lift missions.

High variable mixture ratio oxygen/hydrogen engine

NASA Technical Reports Server (NTRS)

Erickson, C. M.; Tu, W. H.; Weiss, A. H.

1988-01-01

The ability of an O2/H2 engine to operate over a range of high-propellant mixture ratios was previously shown to be advantageous in single stage to orbit (SSTO) vehicles. The results are presented for the analysis of high-performance engine power cycles operating over propellant mixture ratio ranges of 12 to 6 and 9 to 6. A requirement to throttle up to 60 percent of nominal thrust was superimposed as a typical throttle range to limit vehicle acceleration as propellant is expended. The object of the analysis was to determine areas of concern relative to component and engine operability or potential hazards resulting from the operating requirements and ranges of conditions that derive from the overall engine requirements. The SSTO mission necessitates a high-performance, lightweight engine. Therefore, staged combustion power cycles employing either dual fuel-rich preburners or dual mixed (fuel-rich and oxygen-rich) preburners were examined. Engine mass flow and power balances were made and major component operating ranges were defined. Component size and arrangement were determined through engine layouts for one of the configurations evaluated. Each component is being examined to determine if there are areas of concern with respect to component efficiency, operability, reliability, or hazard. The effects of reducing the maximum chamber pressure were investigated for one of the cycles.

The 7.5K lbf thrust engine preliminary design for Orbit Transfer Vehicle

NASA Technical Reports Server (NTRS)

Hayden, Warren R.; Sabiers, Ralph; Schneider, Judy

1994-01-01

This document summarizes the preliminary design of the Aerojet version of the Orbit Transfer Vehicle main engine. The concept of a 7500 lbf thrust LO2/GH2 engine using the dual expander cycle for optimum efficiency is validated through power balance and thermal calculations. The engine is capable of 10:1 throttling from a nominal 2000 psia to a 200 psia chamber pressure. Reservations are detailed on the feasibility of a tank head start, but the design incorporates low speed turbopumps to mitigate the problem. The mechanically separate high speed turbopumps use hydrostatic bearings to meet engine life requirements, and operate at sub-critical speed for better throttling ability. All components were successfully packaged in the restricted envelope set by the clearances for the extendible/retractable nozzle. Gimbal design uses an innovative primary and engine out gimbal system to meet the +/- 20 deg gimbal requirement. The hydrogen regenerator and LOX/GH2 heat exchanger uses the Aerojet platelet structures approach for a highly compact component design. The extendible/retractable nozzle assembly uses an electric motor driven jack-screw design and a one segment carbon-carbon or silicide coated columbium nozzle with an area ratio, when extended, of 1430:1. A reliability analysis and risk assessment concludes the report.

Performance of the active sidewall boundary-layer removal system for the Langley 0.3-meter Transonic Cryogenic Tunnel

NASA Technical Reports Server (NTRS)

Balakrishna, S.; Kilgore, W. Allen; Murthy, A. V.

1989-01-01

A performance evaluation of an active sidewall boundary-layer removal system for the Langley 0.3-m Transonic Cryogenic Tunnel (TCT) was evaluated in 1988. This system uses a compressor and two throttling digital valves to control the boundary-layer mass flow removal from the tunnel. The compressor operates near the maximum pressure ratio for all conditions. The system uses a surge prevention and flow recirculation scheme. A microprocessor based controller is used to provide the necessary mass flow and compressor pressure ratio control. Initial tests on the system indicated problems in realizing smooth mass flow control while running the compressor at high speed and high pressure ratios. An alternate method has been conceived to realize boundary-layer mass flow control which avoids the recirculation of the compressor mass flow and operation near the compressor surge point. This scheme is based on varying the speed of the compressor for a sufficient pressure ratio to provide needed mass flow removal. The system has a mass flow removal capability of about 10 percent of test section flow at M = 0.3 and 4 percent at M = 0.8. The system performance has been evaluated in the form of the compressor map, and compressor tunnel interface characteristics covering most of the 0.3-m TCT operational envelope.

Space Launch System Ascent Flight Control Design

NASA Technical Reports Server (NTRS)

VanZwieten, Tannen S.; Orr, Jeb S.; Wall, John H.; Hall, Charles E.

2014-01-01

A robust and flexible autopilot architecture for NASA's Space Launch System (SLS) family of launch vehicles is presented. As the SLS configurations represent a potentially significant increase in complexity and performance capability of the integrated flight vehicle, it was recognized early in the program that a new, generalized autopilot design should be formulated to fulfill the needs of this new space launch architecture. The present design concept is intended to leverage existing NASA and industry launch vehicle design experience and maintain the extensibility and modularity necessary to accommodate multiple vehicle configurations while relying on proven and flight-tested control design principles for large boost vehicles. The SLS flight control architecture combines a digital three-axis autopilot with traditional bending filters to support robust active or passive stabilization of the vehicle's bending and sloshing dynamics using optimally blended measurements from multiple rate gyros on the vehicle structure. The algorithm also relies on a pseudo-optimal control allocation scheme to maximize the performance capability of multiple vectored engines while accommodating throttling and engine failure contingencies in real time with negligible impact to stability characteristics. The architecture supports active in-flight load relief through the use of a nonlinear observer driven by acceleration measurements, and envelope expansion and robustness enhancement is obtained through the use of a multiplicative forward gain modulation law based upon a simple model reference adaptive control scheme.

Space Launch System Ascent Flight Control Design

NASA Technical Reports Server (NTRS)

Orr, Jeb S.; Wall, John H.; VanZwieten, Tannen S.; Hall, Charles E.

2014-01-01

A robust and flexible autopilot architecture for NASA's Space Launch System (SLS) family of launch vehicles is presented. The SLS configurations represent a potentially significant increase in complexity and performance capability when compared with other manned launch vehicles. It was recognized early in the program that a new, generalized autopilot design should be formulated to fulfill the needs of this new space launch architecture. The present design concept is intended to leverage existing NASA and industry launch vehicle design experience and maintain the extensibility and modularity necessary to accommodate multiple vehicle configurations while relying on proven and flight-tested control design principles for large boost vehicles. The SLS flight control architecture combines a digital three-axis autopilot with traditional bending filters to support robust active or passive stabilization of the vehicle's bending and sloshing dynamics using optimally blended measurements from multiple rate gyros on the vehicle structure. The algorithm also relies on a pseudo-optimal control allocation scheme to maximize the performance capability of multiple vectored engines while accommodating throttling and engine failure contingencies in real time with negligible impact to stability characteristics. The architecture supports active in-flight disturbance compensation through the use of nonlinear observers driven by acceleration measurements. Envelope expansion and robustness enhancement is obtained through the use of a multiplicative forward gain modulation law based upon a simple model reference adaptive control scheme.

Project SQUID. Bulletin of the Instrumentation Panel. Number 2

DTIC Science & Technology

1948-05-01

protecting tubes to be used In gas turbines* -15- It is convenient to make the pressure seal at the cool end of the protecting tube with an...illustrates the effect of a slight misalignment of the turbine wheel. Since the leakage between the nozzle and the openings in the wheel varied...calorimeter proper, whier it traverses a labyrinth surrounding a constantan heater, and leaves the calorimeter through a throttle valve. The

Steady and Unsteady Simulations of the Flow in an Impeller/Diffuser Stage

NASA Technical Reports Server (NTRS)

Canabal, Francisco; Dorney, Daniel J.; Garcia, Roberto; Turner, James E. (Technical Monitor)

2002-01-01

SLI engine designs will require pumps to throttle over a wide flow range while maintaining high performance. Unsteadiness generated by impeller/diffuser interaction is one of the major factors affecting off-design performance. Initial unsteady simulations are completed for impeller/diffuser stage. The Corsair simulations will continue across a wide flow range and for inducer/impeller/diffuser combinations. Results of unsteady simulations are being used to guide and explore new designs.

Predictive Displays for High Latency Teleoperation

DTIC Science & Technology

2016-08-04

PREDICTIVE DISPLAYS FOR HIGH LATENCY TELEOPERATION” Analysis of existing approach 3 C om m s. C hannel Vehicle OCU D Throttle, Steer, Brake D Video ...presents opportunity mitigate outgoing latency. • Video is not governed by physics, however, video is dependent on the state of the vehicle, which...Commands, estimates UDP: H.264 Video UDP: Vehicle state • C++ implementation • 2 threads • OpenCV for image manipulation • FFMPEG for video decoding

Preliminary Characterization of the Altair Lunar Lander Slosh Dynamics and Some Implications for the Thrust Vector Control Design

NASA Technical Reports Server (NTRS)

Lee, Allan Y.; Strahan, Alan; Tanimoto, Rebekah; Casillas, Arturo

2010-01-01

This paper describes a conceptual design of the Thrust Vector Control (TVC) system and preliminary modeling of propellant slosh, for the Altair Lunar Lander. Altair is a vehicle element of the NASA Constellation Program aimed at returning humans to the moon. Guidance, Navigation, and Control (GN&C) is the measurement and control of spacecraft position, velocity, and attitude in support of mission objectives. One key GN&C function is the commanding of effectors that control attitude and impart delta V on the vehicle, utilizing both reaction control system (RCS) thrusters and throttling and TVC gimbaling of the vehicle main engine. Both the Altair descent and ascent modules carry fuel tanks. During thrusting maneuvers, the sloshing of liquid fuels in partially filled tanks can interact with the controlled system in such a way as to cause the overall system to be unstable. These fuel tanks must be properly placed, relative to the spacecraft's c.m., to avoid any unstable interactions. Following this will be a discussion of propellant slosh modeling work performed for the present vehicle configuration, including slosh frequency and participatory fluid mass predictions. Knowing the range of slosh mode frequencies over mission phases, the TVC bandwidth must be carefully selected so as not to excite the slosh modes at those frequencies. The likely need to increase the damping factor of slosh modes via baffles will also be discussed. To conclude, a discussion of operations procedures aimed at minimizing TVC-slosh interactions will be given.

Domed, 40-cm-Diameter Ion Optics for an Ion Thruster

NASA Technical Reports Server (NTRS)

Soulas, George C.; Haag, Thomas W.; Patterson, Michael J.

2006-01-01

Improved accelerator and screen grids for an ion accelerator have been designed and tested in a continuing effort to increase the sustainable power and thrust at the high end of the accelerator throttling range. The accelerator and screen grids are undergoing development for intended use as NASA s Evolutionary Xenon Thruster (NEXT) a spacecraft thruster that would have an input-power throttling range of 1.2 to 6.9 kW. The improved accelerator and screen grids could also be incorporated into ion accelerators used in such industrial processes as ion implantation and ion milling. NEXT is a successor to the NASA Solar Electric Propulsion Technology Application Readiness (NSTAR) thruster - a state-of-the-art ion thruster characterized by, among other things, a beam-extraction diameter of 28 cm, a span-to-gap ratio (defined as this diameter divided by the distance between the grids) of about 430, and a rated peak input power of 2.3 kW. To enable the NEXT thruster to operate at the required higher peak power, the beam-extraction diameter was increased to 40 cm almost doubling the beam-extraction area over that of NSTAR (see figure). The span-to-gap ratio was increased to 600 to enable throttling to the low end of the required input-power range. The geometry of the apertures in the grids was selected on the basis of experience in the use of grids of similar geometry in the NSTAR thruster. Characteristics of the aperture geometry include a high open-area fraction in the screen grid to reduce discharge losses and a low open-area fraction in the accelerator grid to reduce losses of electrically neutral gas atoms or molecules. The NEXT accelerator grid was made thicker than that of the NSTAR to make more material available for erosion, thereby increasing the service life and, hence, the total impulse. The NEXT grids are made of molybdenum, which was chosen because its combination of high strength and low thermal expansion helps to minimize thermally and inertially induced deflections of the grids. A secondary reason for choosing molybdenum is the availability of a large database for this material. To keep development costs low, the NEXT grids have been fabricated by the same techniques used to fabricate the NSTAR grids. In tests, the NEXT ion optics have been found to outperform the NSTAR ion optics, as expected.

Evaluation of an Active Clearance Control System Concept

NASA Technical Reports Server (NTRS)

Steinetz, Bruce M.; Lattime, Scott B.; DeCastro, Jonathan A.; Oswald, Jay; Melcher, Kevin J.

2005-01-01

Reducing blade tip clearances through active tip clearance control in the high pressure turbine can lead to significant reductions in emissions and specific fuel consumption as well as dramatic improvements in operating efficiency and increased service life. Current engines employ scheduled cooling of the outer case flanges to reduce high pressure turbine tip clearances during cruise conditions. These systems have relatively slow response and do not use clearance measurement, thereby forcing cold build clearances to set the minimum clearances at extreme operating conditions (e.g., takeoff, reburst) and not allowing cruise clearances to be minimized due to the possibility of throttle transients (e.g., step change in altitude). In an effort to improve upon current thermal methods, a first generation mechanically-actuated active clearance control (ACC) system has been designed and fabricated. The system utilizes independent actuators, a segmented shroud structure, and clearance measurement feedback to provide fast and precise active clearance control throughout engine operation. Ambient temperature performance tests of this first generation ACC system assessed individual seal component leakage rates and both static and dynamic overall system leakage rates. The ability of the nine electric stepper motors to control the position of the seal carriers in both open- and closed-loop control modes for single and multiple cycles was investigated. The ability of the system to follow simulated engine clearance transients in closed-loop mode showed the system was able to track clearances to within a tight tolerance (0.001 in. error).

Evaluation of an Active Clearance Control System Concept

NASA Technical Reports Server (NTRS)

Steinetz, Bruce M.; Lattime, Scott B.; Taylor, Shawn; DeCastro, Jonathan A.; Oswald, Jay; Melcher, Kevin J.

2005-01-01

Reducing blade tip clearances through active tip clearance control in the high pressure turbine can lead to significant reductions in emissions and specific fuel consumption as well as dramatic improvements in operating efficiency and increased service life. Current engines employ scheduled cooling of the outer case flanges to reduce high pressure turbine tip clearances during cruise conditions. These systems have relatively slow response and do not use clearance measurement, thereby forcing cold build clearances to set the minimum clearances at extreme operating conditions (e.g., takeoff, reburst) and not allowing cruise clearances to be minimized due to the possibility of throttle transients (e.g., step change in altitude). In an effort to improve upon current thermal methods, a first generation mechanically-actuated active clearance control (ACC) system has been designed and fabricated. The system utilizes independent actuators, a segmented shroud structure, and clearance measurement feedback to provide fast and precise active clearance control throughout engine operation. Ambient temperature performance tests of this first generation ACC system assessed individual seal component leakage rates and both static and dynamic overall system leakage rates. The ability of the nine electric stepper motors to control the position of the seal carriers in both open- and closed-loop control modes for single and multiple cycles was investigated. The ability of the system to follow simulated engine clearance transients in closed-loop mode showed the system was able to track clearances to within a tight tolerance ( 0.001 in. error).

THRUST AUGMENTED NOZZLE (TAN) the New Paradigm for Booster Rockets

DTIC Science & Technology

2006-07-12

station. The engine has to throttle to 34 percent (3X or 1020 psia) to keep from exceeding the acceleration limits. Figure 6. Baseline SSTO ...vehicle powered by seven up-sized SSME class engines. Figure 7. Baseline SSTO vehicle trajectory. With a payload fraction of 1 percent, it does not...want to invest in such a risky endeavor. American Institute of Aeronautics and Astronautics 6 B. TAN-Powered SSTO Vehicle For the Dual Fuel TAN

Defense Small Business Innovation Research Program (SBIR). Volume 3. Air Force Abstracts of Phase 1 Awards 1992

DTIC Science & Technology

1992-01-01

boost plenum which houses the camshaft . The compressed mixture is metered by a throttle to intake valves of the engine. The engine is constructed from...difficulties associated with a time-tagged fault tree . In particular, recent work indicates that the multi-layer perception architecture can give good fdi...Abstract: In the past decade, wastepaper recycling has gained a wider acceptance. Depletion of tree stocks, waste water treatment demands and

DOE Office of Scientific and Technical Information (OSTI.GOV)

Fuller, L.C.

The ORCENT-II digital computer program will perform calculations at valves-wide-open design conditions, maximum guaranteed rating conditions, and an approximation of part-load conditions for steam turbine cycles supplied with throttle steam characteristic of contemporary light-water reactors. Turbine performance calculations are based on a method published by the General Electric Company. Output includes all information normally shown on a turbine-cycle heat balance diagram. The program is written in FORTRAN IV for the IBM System 360 digital computers at the Oak Ridge National Laboratory.

Development and application of a unified algorithm for solving the interdisciplinary problem of modeling aeroelastic processes in the labyrinth seal of centrifugal compressors

NASA Astrophysics Data System (ADS)

Butymova, L. N.; Modorskii, V. Ya.

2017-10-01

To ensure contactless sealing of the connection between the rotating rotor and the stationary body in aircraft engines [16], high pressure pumps [13, 14], etc., labyrinth seals (LS) are used. In labyrinth seals, the working medium is sealed by throttling it when moving through successive constrictions and expansions. The study of throttling is usually performed when investigating the gas flow in the direction parallel to the rotor axis. However, it was shown in [1] that the wave processes occurring in the circumferential direction of the labyrinth seals during the vibrations of the rotor contribute to the formation of gas dynamic oscillatory processes. It should be noted that sequencing of the constrictions and extensions affects the oscillation amplitude in the gas-dynamic cavity between the LS and the rotor and increases the flow unevenness. Consequently, if these elements are not taken into account in aeroelastic calculation [15, 21] it can give an additional margin of reducing oscillations in LS and, which is important, to solve related problems [18] of continuous media mechanics [19], reduce labor intensity and counting time. Thus, in accordance with the foregoing, the LS calculation is replaced with calculating the gap seal, equivalent (with margin) to the labyrinth seal, if we consider the processes occurring in the LS circumferential direction.

Evaluation of range and distortion tolerance for high Mach number transonic fan stages. Task 2: Performance of a 1500-foot-per-second tip speed transonic fan stage with variable geometry inlet guide vanes and stator

NASA Technical Reports Server (NTRS)

Bilwakesh, K. R.; Koch, C. C.; Prince, D. C.

1972-01-01

A 0.5 hub/tip radius ratio compressor stage consisting of a 1500 ft/sec tip speed rotor, a variable camber inlet guide vane and a variable stagger stator was designed and tested with undistorted inlet flow, flow with tip radial distortion, and flow with 90 degrees, one-per-rev, circumferential distortion. At the design speed and design IGV and stator setting the design stage pressure ratio was achieved at a weight within 1% of the design flow. Analytical results on rotor tip shock structure, deviation angle and part-span shroud losses at different operating conditions are presented. The variable geometry blading enabled efficient operation with adequate stall margin at the design condition and at 70% speed. Closing the inlet guide vanes to 40 degrees changed the speed-versus-weight flow relationship along the stall line and thus provided the flexibility of operation at off-design conditions. Inlet flow distortion caused considerable losses in peak efficiency, efficiency on a constant throttle line through design pressure ratio at design speed, stall pressure ratio, and stall margin at the 0 degrees IGV setting and high rotative speeds. The use of the 40 degrees inlet guide vane setting enabled partial recovery of the stall margin over the standard constant throttle line.

Energy-aware Thread and Data Management in Heterogeneous Multi-core, Multi-memory Systems

DOE Office of Scientific and Technical Information (OSTI.GOV)

Su, Chun-Yi

By 2004, microprocessor design focused on multicore scaling—increasing the number of cores per die in each generation—as the primary strategy for improving performance. These multicore processors typically equip multiple memory subsystems to improve data throughput. In addition, these systems employ heterogeneous processors such as GPUs and heterogeneous memories like non-volatile memory to improve performance, capacity, and energy efficiency. With the increasing volume of hardware resources and system complexity caused by heterogeneity, future systems will require intelligent ways to manage hardware resources. Early research to improve performance and energy efficiency on heterogeneous, multi-core, multi-memory systems focused on tuning a single primitivemore » or at best a few primitives in the systems. The key limitation of past efforts is their lack of a holistic approach to resource management that balances the tradeoff between performance and energy consumption. In addition, the shift from simple, homogeneous systems to these heterogeneous, multicore, multi-memory systems requires in-depth understanding of efficient resource management for scalable execution, including new models that capture the interchange between performance and energy, smarter resource management strategies, and novel low-level performance/energy tuning primitives and runtime systems. Tuning an application to control available resources efficiently has become a daunting challenge; managing resources in automation is still a dark art since the tradeoffs among programming, energy, and performance remain insufficiently understood. In this dissertation, I have developed theories, models, and resource management techniques to enable energy-efficient execution of parallel applications through thread and data management in these heterogeneous multi-core, multi-memory systems. I study the effect of dynamic concurrent throttling on the performance and energy of multi-core, non-uniform memory access (NUMA) systems. I use critical path analysis to quantify memory contention in the NUMA memory system and determine thread mappings. In addition, I implement a runtime system that combines concurrent throttling and a novel thread mapping algorithm to manage thread resources and improve energy efficient execution in multi-core, NUMA systems.« less

Simplified Ion Thruster Xenon Feed System for NASA Science Missions

NASA Technical Reports Server (NTRS)

Snyder, John Steven; Randolph, Thomas M.; Hofer, Richard R.; Goebel, Dan M.

2009-01-01

The successful implementation of ion thruster technology on the Deep Space 1 technology demonstration mission paved the way for its first use on the Dawn science mission, which launched in September 2007. Both Deep Space 1 and Dawn used a "bang-bang" xenon feed system which has proven to be highly successful. This type of feed system, however, is complex with many parts and requires a significant amount of engineering work for architecture changes. A simplified feed system, with fewer parts and less engineering work for architecture changes, is desirable to reduce the feed system cost to future missions. An attractive new path for ion thruster feed systems is based on new components developed by industry in support of commercial applications of electric propulsion systems. For example, since the launch of Deep Space 1 tens of mechanical xenon pressure regulators have successfully flown on commercial spacecraft using electric propulsion. In addition, active proportional flow controllers have flown on the Hall-thruster-equipped Tacsat-2, are flying on the ion thruster GOCE mission, and will fly next year on the Advanced EHF spacecraft. This present paper briefly reviews the Dawn xenon feed system and those implemented on other xenon electric propulsion flight missions. A simplified feed system architecture is presented that is based on assembling flight-qualified components in a manner that will reduce non-recurring engineering associated with propulsion system architecture changes, and is compared to the NASA Dawn standard. The simplified feed system includes, compared to Dawn, passive high-pressure regulation, a reduced part count, reduced complexity due to cross-strapping, and reduced non-recurring engineering work required for feed system changes. A demonstration feed system was assembled using flight-like components and used to operate a laboratory NSTAR-class ion engine. Feed system components integrated into a single-string architecture successfully operated the engine over the entire NSTAR throttle range over a series of tests. Flow rates were very stable with variations of at most 0.2%, and transition times between throttle levels were typically 90 seconds or less with a maximum of 200 seconds, both significant improvements over the Dawn bang-bang feed system.

Advanced launch system trajectory optimization using suboptimal control

NASA Technical Reports Server (NTRS)

Shaver, Douglas A.; Hull, David G.

1993-01-01

The maximum-final mass trajectory of a proposed configuration of the Advanced Launch System is presented. A model for the two-stage rocket is given; the optimal control problem is formulated as a parameter optimization problem; and the optimal trajectory is computed using a nonlinear programming code called VF02AD. Numerical results are presented for the controls (angle of attack and velocity roll angle) and the states. After the initial rotation, the angle of attack goes to a positive value to keep the trajectory as high as possible, returns to near zero to pass through the transonic regime and satisfy the dynamic pressure constraint, returns to a positive value to keep the trajectory high and to take advantage of minimum drag at positive angle of attack due to aerodynamic shading of the booster, and then rolls off to negative values to satisfy the constraints. Because the engines cannot be throttled, the maximum dynamic pressure occurs at a single point; there is no maximum dynamic pressure subarc. To test approximations for obtaining analytical solutions for guidance, two additional optimal trajectories are computed: one using untrimmed aerodynamics and one using no atmospheric effects except for the dynamic pressure constraint. It is concluded that untrimmed aerodynamics has a negligible effect on the optimal trajectory and that approximate optimal controls should be able to be obtained by treating atmospheric effects as perturbations.

Considerations on vehicle design criteria for space tourism

NASA Astrophysics Data System (ADS)

Isozaki, Kohki; Taniuchi, Akira; Yonemoto, Koichi; Kikukawa, Hiroshige; Maruyama, Tomoko

1995-10-01

The transportation research committee of JRS (Japanese Rocket Society) has begun conceptual design of vertical takeoff and landing fully reusable SSTO (Single Stage to Orbit) rocket type vehicle as a standard vehicle model for space tourism. The design criteria of the vehicle have paid most attention to the requirements of service to meet space tour amusement. The standard vehicle, which has 22m body length and weighs about 550 tons at takeoff, can provide attractive tours of 24 hours maximum for 50 passengers into the low earth orbit with a variety of space flight pleasures such as experience of weightlessness and earth sightseeing. Within the reach of our near future rocket technology, the design utilizes MMC, CF/Epy and Ti/Mw advanced materials. The twelve LOX/LH2 engines consist of two nozzle types, which can be throttled and gimbaled during the whole mission time, perform vertical launch and tail-first reentry to final landing associated with aerodynamic control of body flaps within tolerable acceleration acting on passengers.

System for Anomaly and Failure Detection (SAFD) system development

NASA Technical Reports Server (NTRS)

Oreilly, D.

1992-01-01

This task specified developing the hardware and software necessary to implement the System for Anomaly and Failure Detection (SAFD) algorithm, developed under Technology Test Bed (TTB) Task 21, on the TTB engine stand. This effort involved building two units; one unit to be installed in the Block II Space Shuttle Main Engine (SSME) Hardware Simulation Lab (HSL) at Marshall Space Flight Center (MSFC), and one unit to be installed at the TTB engine stand. Rocketdyne personnel from the HSL performed the task. The SAFD algorithm was developed as an improvement over the current redline system used in the Space Shuttle Main Engine Controller (SSMEC). Simulation tests and execution against previous hot fire tests demonstrated that the SAFD algorithm can detect engine failure as much as tens of seconds before the redline system recognized the failure. Although the current algorithm only operates during steady state conditions (engine not throttling), work is underway to expand the algorithm to work during transient condition.

Knock detection system to improve petrol engine performance, using microphone sensor

NASA Astrophysics Data System (ADS)

Sujono, Agus; Santoso, Budi; Juwana, Wibawa Endra

2017-01-01

An increase of power and efficiency of spark ignition engines (petrol engines) are always faced with the problem of knock. Even the characteristics of the engine itself are always determined from the occurrence of knock. Until today, this knocking problem has not been solved completely. Knock is caused by principal factors that are influenced by the engine rotation, the load or opening the throttle and spark advance (ignition timing). In this research, the engine is mounted on the engine test bed (ETB) which is equipped with the necessary sensors. Knock detection using a new method, which is based on pattern recognition, which through the knock sound detection by using a microphone sensor, active filter, the regression of the normalized envelope function, and the calculation of the Euclidean distance is used for identifying knock. This system is implemented with a microcontroller which uses fuzzy logic controller ignition (FLIC), which aims to set proper spark advance, in accordance with operating conditions. This system can improve the engine performance for approximately 15%.

Performance of Maybach 300-horsepower airplane engine

NASA Technical Reports Server (NTRS)

Sparrow, S W

1923-01-01

This report contains the results of a test made upon a Maybach Engine in the altitude chamber of the Bureau of Standards, where controlled conditions of temperature and pressure can be made the same as those of the desired altitude. The results of this test lead to the following conclusions: from the standpoint of thermal efficiency the full-load performance of the engine is excellent at densities corresponding to altitudes up to and including 15,000 feet. The brake mean effective pressure is rather low even at wide-open throttle. This tends to give a high weight per horsepower, in as much as the weight of many engine parts is governed by the size rather than the power of the engine. At part load the thermal efficiency of the engine is low. Judged on a basis of performance the engine's chief claim to interest would appear to lie in the carburetor design, which is largely responsible excellent full-load efficiency and for its poor part-load efficiency.

Development of the Transport Class Model (TCM) Aircraft Simulation From a Sub-Scale Generic Transport Model (GTM) Simulation

NASA Technical Reports Server (NTRS)

Hueschen, Richard M.

2011-01-01

A six degree-of-freedom, flat-earth dynamics, non-linear, and non-proprietary aircraft simulation was developed that is representative of a generic mid-sized twin-jet transport aircraft. The simulation was developed from a non-proprietary, publicly available, subscale twin-jet transport aircraft simulation using scaling relationships and a modified aerodynamic database. The simulation has an extended aerodynamics database with aero data outside the normal transport-operating envelope (large angle-of-attack and sideslip values). The simulation has representative transport aircraft surface actuator models with variable rate-limits and generally fixed position limits. The simulation contains a generic 40,000 lb sea level thrust engine model. The engine model is a first order dynamic model with a variable time constant that changes according to simulation conditions. The simulation provides a means for interfacing a flight control system to use the simulation sensor variables and to command the surface actuators and throttle position of the engine model.

Testing Small CPAS Parachutes Using HIVAS

NASA Technical Reports Server (NTRS)

Ray, Eric S.; Hennings, Elsa; Bernatovich, Michael A.

2013-01-01

The High Velocity Airflow System (HIVAS) facility at the Naval Air Warfare Center (NAWC) at China Lake was successfully used as an alternative to flight test to determine parachute drag performance of two small Capsule Parachute Assembly System (CPAS) canopies. A similar parachute with known performance was also tested as a control. Realtime computations of drag coefficient were unrealistically low. This is because HIVAS produces a non-uniform flow which rapidly decays from a high central core flow. Additional calibration runs were performed to characterize this flow assuming radial symmetry from the centerline. The flow field was used to post-process effective flow velocities at each throttle setting and parachute diameter using the definition of the momentum flux factor. Because one parachute had significant oscillations, additional calculations were required to estimate the projected flow at off-axis angles. The resulting drag data from HIVAS compared favorably to previously estimated parachute performance based on scaled data from analogous CPAS parachutes. The data will improve drag area distributions in the next version of the CPAS Model Memo.

Exercise tricycle for paraplegics.

PubMed

Gföhler, M; Loicht, M; Lugner, P

1998-01-01

The work describes a tricycle that can be used by paraplegics without assistance. Paraplegics can get on and off the tricycle independently, using hydraulic adjustment of the saddle height. The two rear wheels can be swivelled with adjustable hydraulic damping, which avoids the stability problems of a standard tricycle when riding around bends. The principal driving power is assumed to be provided by functional electrical stimulation of the femoral muscles. A hub motor is integrated in the front wheel to increase the radius of action, as additional drive for cycling up gradients and in case muscle force is not sufficient. The desired drive power is adjusted by a throttle grip on the handlebar. The percentage of motor power can also be adjusted. The force applied to the pedal, the absolute angular position of the crank, and the angular velocity of the front wheel are continuously measured by a force measurement pedal and a goniometer. Based on this information, the motor and the functional electrical stimulation of the legs are controlled.

Investigation of acceleration characteristics of a single-spool turbojet engine

NASA Technical Reports Server (NTRS)

Oppenheimer, Frank L; Pack, George J

1953-01-01

Operation of a single-spool turbojet engine with constant exhaust-nozzle area was investigated at one flight condition. Data were obtained by subjecting the engine to approximate-step changes in fuel flow, and the information necessary to show the relations of acceleration to the sensed engine variables was obtained. These data show that maximum acceleration occurred prior to stall and surge. In the low end of the engine-speed range the margin was appreciable; in the high-speed end the margin was smaller but had not been completely defined by these data. Data involving acceleration as a function of speed, fuel flow, turbine-discharge temperature, compressor-discharge pressure, and thrust have been presented and an effort has been made to show how a basic control system could be improved by addition of an override in which the acceleration characteristic is used not only to prevent the engine from entering the surge region but also to obtain acceleration along the maximum acceleration line during throttle bursts.

Automation of Underground Cable Laying Equipment Using PLC and Hmi

NASA Astrophysics Data System (ADS)

Mal Kothari, Kesar; Samba, Vishweshwar; Tania, Kinza; Udayakumar, R., Dr; Karthikeyan, Ram, Dr

2018-04-01

Underground cable laying is an alternative for overhead cable laying of telecommunication and power transmission lines. It is becoming very popular in recent times because of some of its advantages over overhead cable laying. This type of cable laying is mostly practiced in developed countries because it is more expensive than overhead cable laying. Underground cable laying is more suitable when land is not available, and it also increases the aesthetics. This paper implements the automation on a manually operated cable pulling winch machine using programmable logic controller (PLC). Winch machines are useful in underground cable laying. The main aim of the project is to replace all the mechanical functions with electrical controls which are operated through a touch screen (HMI). The idea is that the machine should shift between parallel and series circuit automatically based on the pressure sensed instead of manually operating the solenoid valve. Traditional means of throttling the engine using lever and wire is replaced with a linear actuator. Sensors such as proximity, pressure and load sensor are used to provide the input to the system. The HMI used will display the speed, length and tension of the rope being winded. Ladder logic is used to program the PLC.

Constraints of nonresponding flows based on cross layers in the networks

NASA Astrophysics Data System (ADS)

Zhou, Zhi-Chao; Xiao, Yang; Wang, Dong

2016-02-01

In the active queue management (AQM) scheme, core routers cannot manage and constrain user datagram protocol (UDP) data flows by the sliding window control mechanism in the transport layer due to the nonresponsive nature of such traffic flows. However, the UDP traffics occupy a large part of the network service nowadays which brings a great challenge to the stability of the more and more complex networks. To solve the uncontrollable problem, this paper proposes a cross layers random early detection (CLRED) scheme, which can control the nonresponding UDP-like flows rate effectively when congestion occurs in the access point (AP). The CLRED makes use of the MAC frame acknowledgement (ACK) transmitting congestion information to the sources nodes and utilizes the back-off windows of the MAC layer throttling data rate. Consequently, the UDP-like flows data rate can be restrained timely by the sources nodes in order to alleviate congestion in the complex networks. The proposed CLRED can constrain the nonresponsive flows availably and make the communication expedite, so that the network can sustain stable. The simulation results of network simulator-2 (NS2) verify the proposed CLRED scheme.

The gravitational potential energy regeneration system with closed-circuit of boom of hydraulic excavator

NASA Astrophysics Data System (ADS)

Chen, Mingdong; Zhao, Dingxuan

2017-01-01

Considering the disadvantage of higher throttling loss for the open-circuit hydrostatic transmission at present, a novel gravitational potential energy regeneration system (GPERS) of the boom of hydraulic excavator, namely the closed-circuit GPERS, is proposed in this paper. The closed-circuit GPERS is based on a closed-circuit hydrostatic transmission and adopts a hydraulic accumulator as main energy storage element fabricated in novel configuration to recover the entire gravitational potential energy of the boom of hydraulic excavator. The matching parameter and control system design are carried out for the proposed system, and the system is modeled based on its physical attributes. Simulation and experiments are performed to validate the employed mathematical models, and then, the velocity and the pressure performance of system are analyzed. It is observed that the closed-circuit GPERS shows better velocity control of the boom and response characteristics. After that, the average working efficiency of the closed-circuit GPERS of boom is estimated under different load conditions. The results indicate that the proposed system is highly effective and that the average working efficiency in different load conditions varied from 60% to 68.2% for the experiment platform.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

Exhaust emission and fuel economy tests (1975 Federal Test Procedure) were performed on a 1972 Plymouth Cricket equipped with a turbocharged four-cylinder stratified charge engine (Texaco Controlled Combustion System) and an exhaust catalyst. The tests were conducted for three different fuels; unleaded gasoline, number 2 diesel fuel, and a wide boiling range distillate fuel supplied by Texaco. Average hydrocarbon, carbon monoxide, and nitrogen oxide emissions (without throttling) obtained with diesel fuel were 0.89, 1.88, and 1.91 g/mi, respectively. Hydrocarbon, carbon monoxide and nitrogen oxide levels of 0.88, 0.97, and 1.61 g/mi, respectively, were obtained with the wide boiling range fuel;more » and emission levels of 1.37, 0.50, and 1.84 g/mi, respectively, were obtained with the unleaded gasoline. Average fuel economies for the diesel fuel, wide boiling range fuel, and unleaded gasoline were 30.8, 29.7, and 28.4 mi/gal., respectively. Thus, the turbocharged catalyst equipped stratified charge engine demonstrated the ability to meet 1975 interim levels on three different fuels with high fuel economy. Compliance with the 1977 hydrocarbon standard of 0.41 g/mi will require additional control devices or basic combustion improvement.« less

Evaluation of advanced displays for engine monitoring and control

NASA Technical Reports Server (NTRS)

Summers, L. G.

1993-01-01

The relative effectiveness of two advanced display concepts for monitoring engine performance for commercial transport aircraft was studied. The concepts were the Engine Monitoring and Control System (EMACS) display developed by NASA Langley and a display by exception design. Both of these concepts were based on the philosophy of providing information that is directly related to the pilot's task. Both concepts used a normalized thrust display. In addition, EMACS used column deviation indicators; i.e., the difference between the actual parameter value and the value predicted by an engine model, for engine health monitoring; while the Display by Exception displayed the engine parameters if the automated system detected a difference between the actual and the predicted values. The results showed that the advanced display concepts had shorter detection and response times. There were no differences in any of the results between manual and auto throttles. There were no effects upon perceived workload or performance on the primary flight task. The majority of pilots preferred the advanced displays and thought they were operationally acceptable. Certification of these concepts depends on the validation of the engine model. Recommendations are made to improve both the EMACS and the display by exception display formats.

Back-end and interface implementation of the STS-XYTER2 prototype ASIC for the CBM experiment

NASA Astrophysics Data System (ADS)

Kasinski, K.; Szczygiel, R.; Zabolotny, W.

2016-11-01

Each front-end readout ASIC for the High-Energy Physics experiments requires robust and effective hit data streaming and control mechanism. A new STS-XYTER2 full-size prototype chip for the Silicon Tracking System and Muon Chamber detectors in the Compressed Baryonic Matter experiment at Facility for Antiproton and Ion Research (FAIR, Germany) is a 128-channel time and amplitude measuring solution for silicon microstrip and gas detectors. It operates at 250 kHit/s/channel hit rate, each hit producing 27 bits of information (5-bit amplitude, 14-bit timestamp, position and diagnostics data). The chip back-end implements fast front-end channel read-out, timestamp-wise hit sorting, and data streaming via a scalable interface implementing the dedicated protocol (STS-HCTSP) for chip control and hit transfer with data bandwidth from 9.7 MHit/s up to 47 MHit/s. It also includes multiple options for link diagnostics, failure detection, and throttling features. The back-end is designed to operate with the data acquisition architecture based on the CERN GBTx transceivers. This paper presents the details of the back-end and interface design and its implementation in the UMC 180 nm CMOS process.

Measurement and comparison of Bangkok diesel bus emissions and performance using on-board equipment

DOE Office of Scientific and Technical Information (OSTI.GOV)

Burnette, A.D.; Kishan, S.; Wangwongwatana, S.

1997-12-31

An on-board measurement system was assembled and used to compare the emissions and performance of buses in Bangkok, Thailand under actual driving conditions. Three similar buses were compared: one using an engine without special emissions control design, one with an engine meeting Euro 1 standards, and one with an engine meeting Euro 2 standards. As the buses drove their routes, second-by-second data were collected for engine rpm, throttle position, vehicle speed, exhaust concentrations of hydrocarbons, carbon monoxide, carbon dioxide, oxygen, nitric oxide, and exhaust opacity. Vehicle performance data were calculated using algorithms developed during previous driving studies in Bangkok. Grammore » per liter of fuel used emission factors were developed for gaseous pollutants using combustion calculations and these were translated into gram per kilometer traveled emission factors using the fuel efficiency data for the buses. Smoke data were left in terms of opacity. Test results are designed to be used to compare the cost benefit of upgrading buses with no emissions controls to Euro 1 or Euro 2 technologies. Ongoing tests will help bus companies determine the benefit of incremental improvements to bus engines and other emissions reduction strategies.« less

Simulation model of a twin-tail, high performance airplane

NASA Technical Reports Server (NTRS)

Buttrill, Carey S.; Arbuckle, P. Douglas; Hoffler, Keith D.

1992-01-01

The mathematical model and associated computer program to simulate a twin-tailed high performance fighter airplane (McDonnell Douglas F/A-18) are described. The simulation program is written in the Advanced Continuous Simulation Language. The simulation math model includes the nonlinear six degree-of-freedom rigid-body equations, an engine model, sensors, and first order actuators with rate and position limiting. A simplified form of the F/A-18 digital control laws (version 8.3.3) are implemented. The simulated control law includes only inner loop augmentation in the up and away flight mode. The aerodynamic forces and moments are calculated from a wind-tunnel-derived database using table look-ups with linear interpolation. The aerodynamic database has an angle-of-attack range of -10 to +90 and a sideslip range of -20 to +20 degrees. The effects of elastic deformation are incorporated in a quasi-static-elastic manner. Elastic degrees of freedom are not actively simulated. In the engine model, the throttle-commanded steady-state thrust level and the dynamic response characteristics of the engine are based on airflow rate as determined from a table look-up. Afterburner dynamics are switched in at a threshold based on the engine airflow and commanded thrust.

A new flight control and management system architecture and configuration

NASA Astrophysics Data System (ADS)

Kong, Fan-e.; Chen, Zongji

2006-11-01

The advanced fighter should possess the performance such as super-sound cruising, stealth, agility, STOVL(Short Take-Off Vertical Landing),powerful communication and information processing. For this purpose, it is not enough only to improve the aerodynamic and propulsion system. More importantly, it is necessary to enhance the control system. A complete flight control system provides not only autopilot, auto-throttle and control augmentation, but also the given mission management. F-22 and JSF possess considerably outstanding flight control system on the basis of pave pillar and pave pace avionics architecture. But their control architecture is not enough integrated. The main purpose of this paper is to build a novel fighter control system architecture. The control system constructed on this architecture should be enough integrated, inexpensive, fault-tolerant, high safe, reliable and effective. And it will take charge of both the flight control and mission management. Starting from this purpose, this paper finishes the work as follows: First, based on the human nervous control, a three-leveled hierarchical control architecture is proposed. At the top of the architecture, decision level is in charge of decision-making works. In the middle, organization & coordination level will schedule resources, monitor the states of the fighter and switch the control modes etc. And the bottom is execution level which holds the concrete drive and measurement; then, according to their function and resources all the tasks involving flight control and mission management are sorted to individual level; at last, in order to validate the three-leveled architecture, a physical configuration is also showed. The configuration is distributed and applies some new advancement in information technology industry such line replaced module and cluster technology.

Towards an Improved Pilot-Vehicle Interface for Highly Automated Aircraft: Evaluation of the Haptic Flight Control System

NASA Technical Reports Server (NTRS)

Schutte, Paul; Goodrich, Kenneth; Williams, Ralph

2012-01-01

The control automation and interaction paradigm (e.g., manual, autopilot, flight management system) used on virtually all large highly automated aircraft has long been an exemplar of breakdowns in human factors and human-centered design. An alternative paradigm is the Haptic Flight Control System (HFCS) that is part of NASA Langley Research Center s Naturalistic Flight Deck Concept. The HFCS uses only stick and throttle for easily and intuitively controlling the actual flight of the aircraft without losing any of the efficiency and operational benefits of the current paradigm. Initial prototypes of the HFCS are being evaluated and this paper describes one such evaluation. In this evaluation we examined claims regarding improved situation awareness, appropriate workload, graceful degradation, and improved pilot acceptance. Twenty-four instrument-rated pilots were instructed to plan and fly four different flights in a fictitious airspace using a moderate fidelity desktop simulation. Three different flight control paradigms were tested: Manual control, Full Automation control, and a simplified version of the HFCS. Dependent variables included both subjective (questionnaire) and objective (SAGAT) measures of situation awareness, workload (NASA-TLX), secondary task performance, time to recognize automation failures, and pilot preference (questionnaire). The results showed a statistically significant advantage for the HFCS in a number of measures. Results that were not statistically significant still favored the HFCS. The results suggest that the HFCS does offer an attractive and viable alternative to the tactical components of today s FMS/autopilot control system. The paper describes further studies that are planned to continue to evaluate the HFCS.

Test Rig for Evaluating Active Turbine Blade Tip Clearance Control Concepts

NASA Technical Reports Server (NTRS)

Lattime, Scott B.; Steinetz, Bruce M.; Robbie, Malcolm G.

2003-01-01

Improved blade tip sealing in the high pressure compressor and high pressure turbine can provide dramatic improvements in specific fuel consumption, time-on-wing, compressor stall margin and engine efficiency as well as increased payload and mission range capabilities of both military and commercial gas turbine engines. The preliminary design of a mechanically actuated active clearance control (ACC) system for turbine blade tip clearance management is presented along with the design of a bench top test rig in which the system is to be evaluated. The ACC system utilizes mechanically actuated seal carrier segments and clearance measurement feedback to provide fast and precise active clearance control throughout engine operation. The purpose of this active clearance control system is to improve upon current case cooling methods. These systems have relatively slow response and do not use clearance measurement, thereby forcing cold build clearances to set the minimum clearances at extreme operating conditions (e.g., takeoff, re-burst) and not allowing cruise clearances to be minimized due to the possibility of throttle transients (e.g., step change in altitude). The active turbine blade tip clearance control system design presented herein will be evaluated to ensure that proper response and positional accuracy is achievable under simulated high-pressure turbine conditions. The test rig will simulate proper seal carrier pressure and temperature loading as well as the magnitudes and rates of blade tip clearance changes of an actual gas turbine engine. The results of these evaluations will be presented in future works.

Near-Surface Plasma Characterization of the 12.5-kW NASA TDU1 Hall Thruster

NASA Technical Reports Server (NTRS)

Shastry, Rohit; Huang, Wensheng; Kamhawi, Hani

2015-01-01

To advance the state-of-the-art in Hall thruster technology, NASA is developing a 12.5-kW, high-specific-impulse, high-throughput thruster for the Solar Electric Propulsion Technology Demonstration Mission. In order to meet the demanding lifetime requirements of potential missions such as the Asteroid Redirect Robotic Mission, magnetic shielding was incorporated into the thruster design. Two units of the resulting thruster, called the Hall Effect Rocket with Magnetic Shielding (HERMeS), were fabricated and are presently being characterized. The first of these units, designated the Technology Development Unit 1 (TDU1), has undergone extensive performance and thermal characterization at NASA Glenn Research Center. A preliminary lifetime assessment was conducted by characterizing the degree of magnetic shielding within the thruster. This characterization was accomplished by placing eight flush-mounted Langmuir probes within each discharge channel wall and measuring the local plasma potential and electron temperature at various axial locations. Measured properties indicate a high degree of magnetic shielding across the throttle table, with plasma potential variations along each channel wall being less than or equal to 5 eV and electron temperatures being maintained at less than or equal to 5 eV, even at 800 V discharge voltage near the thruster exit plane. These properties indicate that ion impact energies within the HERMeS will not exceed 26 eV, which is below the expected sputtering threshold energy for boron nitride. Parametric studies that varied the facility backpressure and magnetic field strength at 300 V, 9.4 kW, illustrate that the plasma potential and electron temperature are insensitive to these parameters, with shielding being maintained at facility pressures 3X higher and magnetic field strengths 2.5X higher than nominal conditions. Overall, the preliminary lifetime assessment indicates a high degree of shielding within the HERMeS TDU1, effectively mitigating discharge channel erosion as a life-limiting mechanism.

Effects of a Commercial Drink on Acceleration Tolerance and Cognitive Performance

DTIC Science & Technology

2009-11-01

funded by a $120,000 grant from Coca - Cola Company, Atlanta GA. The authors wish to thank Mr. Mac Baker, Capt Julia McGregor, Mr. Tom Beltran, and Mr...recommendation or endorsement of the Coca Cola Company or the product tested. v Approved for public release; distribution unlimited; Approved by 311 th...drink (Full Throttle®, made by the Coca - Cola Company, at volumes equating to a caffeine dose of 5 mg caffeine per kg of body weight), an uncaffeinated

Apollo 15 mission report, supplement 4: Descent propulsion system final flight evaluation

NASA Technical Reports Server (NTRS)

Avvenire, A. T.; Wood, S. C.

1972-01-01

The results of a postflight analysis of the LM-10 Descent Propulsion System (DPS) during the Apollo 15 Mission are reported. The analysis determined the steady state performance of the DPS during the descent phase of the manned lunar landing. Flight measurement discrepancies are discussed. Simulated throttle performance results are cited along with overall performance results. Evaluations of the propellant quantity gaging system, propellant loading, pressurization system, and engine are reported. Graphic illustrations of the evaluations are included.

Apollo experience report: Descent propulsion system

NASA Technical Reports Server (NTRS)

Hammock, W. R., Jr.; Currie, E. C.; Fisher, A. E.

1973-01-01

The propulsion system for the descent stage of the lunar module was designed to provide thrust to transfer the fully loaded lunar module with two crewmen from the lunar parking orbit to the lunar surface. A history of the development of this system is presented. Development was accomplished primarily by ground testing of individual components and by testing the integrated system. Unique features of the descent propulsion system were the deep throttling capability and the use of a lightweight cryogenic helium pressurization system.

Are state renewable feed-in tariff initiatives truly throttled by Federal statutes after the FERC California decision?

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yaffe, David P.

For the last few years, several local and state governments have adopted ''feed-in tariffs'' to promote development of dispersed, small-scale renewable generation through incentive pricing. Most FITs are intended to stimulate development of small solar or renewable energy facilities. In July, FERC issued a decision restating that the Federal Power Act and PURPA 210, not state (or local) legislation, govern the price that local utilities may pay under FITs. (author)

Development of a Laboratory Test for Multiport Injector Deposits: Approaches 1 and 2.

DTIC Science & Technology

1987-09-01

developed approximately 20 years ago by the U. S. Army at Southwest Research Institute (SwRI) for screening fuels with a tendency to form intake valve de ...the left in Figure 2 was developed specifically to evaluate the fuel- de - positing tendencies in both cold carburetor throat and hot intake valve areas...Carburetor Throttle U-,Removable Plate and Throat Deposit Sleeve De pos iti n Ass emb ly Variable Poerta Intake Valve Depositing Assembl> 1,� V. -A.C

Marine applications for fuel cell technology: A technical memorandum

NASA Astrophysics Data System (ADS)

1986-02-01

To date, almost no attention was given to the potential marine applications for fuel cell technologies. Some of the benefits that fuel cells may offer to the utility industry may also apply to marine use. At a 1 day workshop the Office of Technology Assessment found fuel cells to offer advantages in applications requiring quiet operations, applications where throttle settings are constantly changed, and for small submarines. Fuel cells are not expected to penetrate marine markets until they become firmly established in the commercial utility section.

VASIMR VX-200 thruster throttling optimization from 30 to 200 kW

NASA Astrophysics Data System (ADS)

Squire, Jared; Olsen, Chris; Chang-Diaz, Franklin; Longmier, Benjamin; Ballenger, Maxwell; Carter, Mark; Glover, Tim; McCaskill, Greg

2012-10-01

The VASIMR^ VX-200 experimental plasma thruster incorporates a 40 kW helicon plasma source with a 180 kW Ion Cyclotron Heating (ICH) acceleration stage integrated in a superconducting magnet. Argon propellant mass flow is injected up to 140 mg/s. Rapid plasma start up (< 100 ms) and high pumping speed (> 10^5 liters/s) in a 150 m^3 vacuum chamber achieve performance measurements with the charge exchange mean-free-path greater than 1 m in the background neutral gas (pressure < 10-5 Torr). The thruster efficiency at 200 kW total power is 72 ± 9%, the ratio of effective jet power to input RF power, with an Isp = 4900 ± 300 seconds (flow velocity of 49 km/s), and an ion flux of 1.7 ± 0.1 x 10^21/s. The thrust increases steadily with power to 5.8 ± 0.4 N until the power is maximized and there is no indication of saturation. The plasma density near the device exit exceeds 10^18 m-3 with a power density over 5 MW/m^2. An extensive study of thruster performance, efficiency and thrust-to-power ratio, as a function of Ar propellant flow rate and ICH-to-helicon RF power ratio has been carried out over a total power range of 30 to 200 kW. Optimized throttling set points are determined. The experimental configuration and results of this study are presented.

A Numerical Analysis on the Effects of Self-Excited Tip Flow Unsteadiness and Upstream Blade Row Interactions on the Performance Predictions of a Transonic Compressor

NASA Astrophysics Data System (ADS)

Heberling, Brian

Computational fluid dynamics (CFD) simulations can offer a detailed view of the complex flow fields within an axial compressor and greatly aid the design process. However, the desire for quick turnaround times raises the question of how exact the model must be. At design conditions, steady CFD simulating an isolated blade row can accurately predict the performance of a rotor. However, as a compressor is throttled and mass flow rate decreased, axial flow becomes weaker making the capturing of unsteadiness, wakes, or other flow features more important. The unsteadiness of the tip clearance flow and upstream blade wake can have a significant impact on a rotor. At off-design conditions, time-accurate simulations or modeling multiple blade rows can become necessary in order to receive accurate performance predictions. Unsteady and multi- bladerow simulations are computationally expensive, especially when used in conjunction. It is important to understand which features are important to model in order to accurately capture a compressor's performance. CFD simulations of a transonic axial compressor throttling from the design point to stall are presented. The importance of capturing the unsteadiness of the rotor tip clearance flow versus capturing upstream blade-row interactions is examined through steady and unsteady, single- and multi-bladerow computations. It is shown that there are significant differences at near stall conditions between the different types of simulations.

Space Link Extension (SLE) Emulation for High-Throughput Network Communication

NASA Technical Reports Server (NTRS)

Murawski, Robert W.; Tchorowski, Nicole; Golden, Bert

2014-01-01

As the data rate requirements for space communications increases, significant stress is placed not only on the wireless satellite communication links, but also on the ground networks which forward data from end-users to remote ground stations. These wide area network (WAN) connections add delay and jitter to the end-to-end satellite communication link, effects which can have significant impacts on the wireless communication link. It is imperative that any ground communication protocol can react to these effects such that the ground network does not become a bottleneck in the communication path to the satellite. In this paper, we present our SCENIC Emulation Lab testbed which was developed to test the CCSDS SLE protocol implementations proposed for use on future NASA communication networks. Our results show that in the presence of realistic levels of network delay, high-throughput SLE communication links can experience significant data rate throttling. Based on our observations, we present some insight into why this data throttling happens, and trace the probable issue back to non-optimal blocking communication which is sup-ported by the CCSDS SLE API recommended practices. These issues were presented as well to the SLE implementation developers which, based on our reports, developed a new release for SLE which we show fixes the SLE blocking issue and greatly improves the protocol throughput. In this paper, we also discuss future developments for our end-to-end emulation lab and how these improvements can be used to develop and test future space communication technologies.

Space Link Extension (SLE) Emulation for High-Throughput Network Communication

NASA Technical Reports Server (NTRS)

Murawski, Robert; Tchorowski, Nicole; Golden, Bert

2014-01-01

As the data rate requirements for space communications increases, signicant stressis placed not only on the wireless satellite communication links, but also on the groundnetworks which forward data from end-users to remote ground stations. These wide areanetwork (WAN) connections add delay and jitter to the end-to-end satellite communicationlink, eects which can have signicant impacts on the wireless communication link. It isimperative that any ground communication protocol can react to these eects such that theground network does not become a bottleneck in the communication path to the satellite.In this paper, we present our SCENIC Emulation Lab testbed which was developed to testthe CCSDS SLE protocol implementations proposed for use on future NASA communica-tion networks. Our results show that in the presence of realistic levels of network delay,high-throughput SLE communication links can experience signicant data rate throttling.Based on our observations, we present some insight into why this data throttling happens,and trace the probable issue back to non-optimal blocking communication which is sup-ported by the CCSDS SLE API recommended practices. These issues were presented aswell to the SLE implementation developers which, based on our reports, developed a newrelease for SLE which we show xes the SLE blocking issue and greatly improves the pro-tocol throughput. In this paper, we also discuss future developments for our end-to-endemulation lab and how these improvements can be used to develop and test future spacecommunication technologies.

Implementation of an unmanned aerial vehicle for new generation Peterbilt trucks

NASA Astrophysics Data System (ADS)

Srinivasan K, Venkatesh

As science and technology continue to advance, innovative developments in transportation can enhance product safety and security for the benefit and welfare of society. The federal government requires every commercial truck to be inspected before each trip. This pre-trip inspection ensures the safe mechanical condition of each vehicle before it is used. An Unmanned Aerial Vehicle (UAV) could be used to provide an automated inspection, thus reducing driver workload, inspection costs and time while increasing inspection accuracy. This thesis develops a primary component of the algorithm that is required to implement UAV pre-trip inspections for commercial trucks using an android-based application. Specifically, this thesis provides foundational work of providing stable height control in an outdoor environment using a laser sensor and an android flight control application that includes take-off, landing, throttle control, and real-time video transmission. The height algorithm developed is the core of this thesis project. Phantom 2 Vision+ uses a pressure sensor to calculate the altitude of the drone for height stabilization. However, these altitude readings do not provide the precision required for this project. Rather, the goal of autonomously controlling height with great precision necessitated the use of a laser rangefinder sensor in the development of the height control algorithm. Another major contribution from this thesis research is to extend the limited capabilities of the DJI software development kit in order to provide more sophisticated control goals without modifying the drone dynamics. The results of this project are also directly applicable to a number of additional uses of drones in the transportation industry.

Sensor fusion: lane marking detection and autonomous intelligent cruise control system

NASA Astrophysics Data System (ADS)

Baret, Marc; Baillarin, S.; Calesse, C.; Martin, Lionel

1995-12-01

In the past few years MATRA and RENAULT have developed an Autonomous Intelligent Cruise Control (AICC) system based on a LIDAR sensor. This sensor incorporating a charge coupled device was designed to acquire pulsed laser diode emission reflected by standard car reflectors. The absence of moving mechanical parts, the large field of view, the high measurement rate and the very good accuracy for distance range and angular position of targets make this sensor very interesting. It provides the equipped car with the distance and the relative speed of other vehicles enabling the safety distance to be controlled by acting on the throttle and the automatic gear box. Experiments in various real traffic situations have shown the limitations of this kind of system especially on bends. All AICC sensors are unable to distinguish between a bend and a change of lane. This is easily understood if we consider a road without lane markings. This fact has led MATRA to improve its AICC system by providing the lane marking information. Also in the scope of the EUREKA PROMETHEUS project, MATRA and RENAULT have developed a lane keeping system in order to warn of the drivers lack of vigilance. Thus, MATRA have spread this system to far field lane marking detection and have coupled it with the AICC system. Experiments will be carried out on roads to estimate the gain in performance and comfort due to this fusion.

Technology Challenges for Deep-Throttle Cryogenic Engines for Space Exploration

NASA Technical Reports Server (NTRS)

Brown, Kendall K.; Nelson, Karl W.

2005-01-01

Historically, cryogenic rocket engines have not been used for in-space applications due to their additional complexity, the mission need for high reliability, and the challenges of propellant boil-off. While the mission and vehicle architectures are not yet defined for the lunar and Martian robotic and human exploration objectives, cryogenic rocket engines offer the potential for higher performance and greater architecture/mission flexibility. In-situ cryogenic propellant production could enable a more robust exploration program by significantly reducing the propellant mass delivered to low earth orbit, thus warranting the evaluation of cryogenic rocket engines versus the hypergolic bi-propellant engines used in the Apollo program. A multi-use engine. one which can provide the functionality that separate engines provided in the Apollo mission architecture, is desirable for lunar and Mars exploration missions because it increases overall architecture effectiveness through commonality and modularity. The engine requirement derivation process must address each unique mission application and each unique phase within each mission. The resulting requirements, such as thrust level, performance, packaging, bum duration, number of operations; required impulses for each trajectory phase; operation after extended space or surface exposure; availability for inspection and maintenance; throttle range for planetary descent, ascent, acceleration limits and many more must be addressed. Within engine system studies, the system and component technology, capability, and risks must be evaluated and a balance between the appropriate amount of technology-push and technology-pull must be addressed. This paper will summarize many of the key technology challenges associated with using high-performance cryogenic liquid propellant rocket engine systems and components in the exploration program architectures. The paper is divided into two areas. The first area describes how the mission requirements affect the engine system requirements and create system level technology challenges. An engine system architecture for multiple applications or a family of engines based upon a set of core technologies, design, and fabrication approaches may reduce overall programmatic cost and risk. The engine system discussion will also address the characterization of engine cycle figures of merit, configurations, and design approaches for some in-space vehicle alternatives under consideration. The second area evaluates the component-level technology challenges induced from the system requirements. Component technology issues are discussed addressing injector, thrust chamber, ignition system, turbopump assembly, and valve design for the challenging requirements of high reliability, robustness, fault tolerance, deep throttling, reasonable performance (with respect to weight and specific impulse).

Technology Challenges for Deep-Throttle Cryogenic Engines for Space Exploration

NASA Astrophysics Data System (ADS)

Brown, Kendall K.; Nelson, Karl W.

2005-02-01

Historically, cryogenic rocket engines have not been used for in-space applications due to their additional complexity, the mission need for high reliability, and the challenges of propellant boil-off. While the mission and vehicle architectures are not yet defined for the lunar and Martian robotic and human exploration objectives, cryogenic rocket engines offer the potential for higher performance and greater architecture/mission flexibility. In-situ cryogenic propellant production could enable a more robust exploration program by significantly reducing the propellant mass delivered to low earth orbit, thus warranting the evaluation of cryogenic rocket engines versus the hypergolic bipropellant engines used in the Apollo program. A multi-use engine, one which can provide the functionality that separate engines provided in the Apollo mission architecture, is desirable for lunar and Mars exploration missions because it increases overall architecture effectiveness through commonality and modularity. The engine requirement derivation process must address each unique mission application and each unique phase within each mission. The resulting requirements, such as thrust level, performance, packaging, burn duration, number of operations; required impulses for each trajectory phase; operation after extended space or surface exposure; availability for inspection and maintenance; throttle range for planetary descent, ascent, acceleration limits and many more must be addressed. Within engine system studies, the system and component technology, capability, and risks must be evaluated and a balance between the appropriate amount of technology-push and technology-pull must be addressed. This paper will summarize many of the key technology challenges associated with using high-performance cryogenic liquid propellant rocket engine systems and components in the exploration program architectures. The paper is divided into two areas. The first area describes how the mission requirements affect the engine system requirements and create system level technology challenges. An engine system architecture for multiple applications or a family of engines based upon a set of core technologies, design, and fabrication approaches may reduce overall programmatic cost and risk. The engine system discussion will also address the characterization of engine cycle figures of merit, configurations, and design approaches for some in-space vehicle alternatives under consideration. The second area evaluates the component-level technology challenges induced from the system requirements. Component technology issues are discussed addressing injector, thrust chamber, ignition system, turbopump assembly, and valve design for the challenging requirements of high reliability, robustness, fault tolerance, deep throttling, reasonable performance (with respect to weight and specific impulse).

3D Numerical Simulation versus Experimental Assessment of Pressure Pulsations Using a Passive Method for Swirling Flow Control in Conical Diffusers of Hydraulic Turbines

NASA Astrophysics Data System (ADS)

TANASA, C.; MUNTEAN, S.; CIOCAN, T.; SUSAN-RESIGA, R. F.

2016-11-01

The hydraulic turbines operated at partial discharge (especially hydraulic turbines with fixed blades, i.e. Francis turbine), developing a swirling flow in the conical diffuser of draft tube. As a result, the helical vortex breakdown, also known in the literature as “precessing vortex rope” is developed. A passive method to mitigate the pressure pulsations associated to the vortex rope in the draft tube cone of hydraulic turbines is presented in this paper. The method involves the development of a progressive and controlled throttling (shutter), of the flow cross section at the bottom of the conical diffuser. The adjustable cross section is made on the basis of the shutter-opening of circular diaphragms, while maintaining in all positions the circular cross-sectional shape, centred on the axis of the turbine. The stagnant region and the pressure pulsations associated to the vortex rope are mitigated when it is controlled with the turbine operating regime. Consequently, the severe flow deceleration and corresponding central stagnant are diminished with an efficient mitigation of the precessing helical vortex. Four cases (one without diaphragm and three with diaphragm), are numerically and experimentally investigated, respectively. The present paper focuses on a 3D turbulent swirling flow simulation in order to evaluate the control method. Numerical results are compared against measured pressure recovery coefficient and Fourier spectra. The results prove the vortex rope mitigation and its associated pressure pulsations when employing the diaphragm.

The Rsb Phosphoregulatory Network Controls Availability of the Primary Sigma Factor in Chlamydia trachomatis and Influences the Kinetics of Growth and Development

PubMed Central

Thompson, Christopher C.; Griffiths, Cherry; Nicod, Sophie S.; Lowden, Nicole M.; Wigneshweraraj, Sivaramesh; Fisher, Derek J.; McClure, Myra O.

2015-01-01

Chlamydia trachomatis is an obligate intracellular human pathogen that exhibits stage-specific gene transcription throughout a biphasic developmental cycle. The mechanisms that control modulation in transcription and associated phenotypic changes are poorly understood. This study provides evidence that a switch-protein kinase regulatory network controls availability of σ66 , the main sigma subunit for transcription in Chlamydia. In vitro analysis revealed that a putative switch-protein kinase regulator, RsbW, is capable of interacting directly with σ66, as well as phosphorylating its own antagonist, RsbV1, rendering it inactive. Conversely, the putative PP2C-like phosphatase domain of chlamydial RsbU was capable of reverting RsbV1 into its active state. Recent advances in genetic manipulation of Chlamydia were employed to inactivate rsbV1, as well as to increase the expression levels of rsbW or rsbV1, in vivo. Representative σ66-dependent gene transcription was repressed in the absence of rsbV1 or upon increased expression of RsbW, and increased upon elevated expression of RsbV1. These effects on housekeeping transcription were also correlated to several measures of growth and development. A model is proposed where the relative levels of active antagonist (RsbV1) and switch-protein anti-sigma factor (RsbW) control the availability of σ66 and subsequently act as a molecular 'throttle' for Chlamydia growth and development. PMID:26313645

EC65-0649

NASA Image and Video Library

1965-04-26

LLRV flight #1-16-61F with Bell 47 Helicopter providing chase support. The use of chase planes was a critical part of flight research well before the establishment of what was then called the NACA Muroc Flight Test Unit in September 1947 (now the NASA Dryden Flight Research Center). They act as a second set of eyes for the research pilot, warning him of any problems. When test flights of the LLRV began in October 1964, chase support for the vehicle was supplied by a Bell 47 helicopter. It could hover close by, providing information such as altitude and descent rate. LLRV test operations were phased out in late 1966 and early 1967. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center’s (FRC) Lunar Landing Research Vehicle (LLRV) became the most significant one. After conceptual planning and meetings with engineers from Bell Aerosystems Company, Buffalo, N.Y., NASA FRC issued a $3.6 million production contract awarded in 1963, for delivery of the first of two vehicles for flight studies. Built of tubular aluminum alloy like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon’s surface. The LLRV had a turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine, lifted the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, thus simulating the reduced gravity of the Moon. Two lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. The pilot’s platform extended forward between t

ECN-535

NASA Image and Video Library

1964-12-09

In this NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) number 1 is shown in flight. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated Moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV,

ECN-448

NASA Image and Video Library

1964-10-30

This 1964 NASA Flight Reserch Center photograph shows a ground engine test underway on the Lunar Landing Research Vehicle (LLRV) number 1. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated Moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw,

Propulsion Risk Reduction Activities for Non-Toxic Cryogenic Propulsion

NASA Technical Reports Server (NTRS)

Smith, Timothy D.; Klem, Mark D.; Fisher, Kenneth

2010-01-01

The Propulsion and Cryogenics Advanced Development (PCAD) Project s primary objective is to develop propulsion system technologies for non-toxic or "green" propellants. The PCAD project focuses on the development of non-toxic propulsion technologies needed to provide necessary data and relevant experience to support informed decisions on implementation of non-toxic propellants for space missions. Implementation of non-toxic propellants in high performance propulsion systems offers NASA an opportunity to consider other options than current hypergolic propellants. The PCAD Project is emphasizing technology efforts in reaction control system (RCS) thruster designs, ascent main engines (AME), and descent main engines (DME). PCAD has a series of tasks and contracts to conduct risk reduction and/or retirement activities to demonstrate that non-toxic cryogenic propellants can be a feasible option for space missions. Work has focused on 1) reducing the risk of liquid oxygen/liquid methane ignition, demonstrating the key enabling technologies, and validating performance levels for reaction control engines for use on descent and ascent stages; 2) demonstrating the key enabling technologies and validating performance levels for liquid oxygen/liquid methane ascent engines; and 3) demonstrating the key enabling technologies and validating performance levels for deep throttling liquid oxygen/liquid hydrogen descent engines. The progress of these risk reduction and/or retirement activities will be presented.

Propulsion Risk Reduction Activities for Nontoxic Cryogenic Propulsion

NASA Technical Reports Server (NTRS)

Smith, Timothy D.; Klem, Mark D.; Fisher, Kenneth L.

2010-01-01

The Propulsion and Cryogenics Advanced Development (PCAD) Project s primary objective is to develop propulsion system technologies for nontoxic or "green" propellants. The PCAD project focuses on the development of nontoxic propulsion technologies needed to provide necessary data and relevant experience to support informed decisions on implementation of nontoxic propellants for space missions. Implementation of nontoxic propellants in high performance propulsion systems offers NASA an opportunity to consider other options than current hypergolic propellants. The PCAD Project is emphasizing technology efforts in reaction control system (RCS) thruster designs, ascent main engines (AME), and descent main engines (DME). PCAD has a series of tasks and contracts to conduct risk reduction and/or retirement activities to demonstrate that nontoxic cryogenic propellants can be a feasible option for space missions. Work has focused on 1) reducing the risk of liquid oxygen/liquid methane ignition, demonstrating the key enabling technologies, and validating performance levels for reaction control engines for use on descent and ascent stages; 2) demonstrating the key enabling technologies and validating performance levels for liquid oxygen/liquid methane ascent engines; and 3) demonstrating the key enabling technologies and validating performance levels for deep throttling liquid oxygen/liquid hydrogen descent engines. The progress of these risk reduction and/or retirement activities will be presented.

Haptic seat for fuel economy feedback

DOEpatents

Bobbitt, III, John Thomas

2016-08-30

A process of providing driver fuel economy feedback is disclosed in which vehicle sensors provide for haptic feedback on fuel usage. Such sensors may include one or more of a speed sensors, global position satellite units, vehicle pitch/roll angle sensors, suspension displacement sensors, longitudinal accelerometer sensors, throttle position in sensors, steering angle sensors, break pressure sensors, and lateral accelerometer sensors. Sensors used singlely or collectively can provide enhanced feedback as to various environmental conditions and operating conditions such that a more accurate assessment of fuel economy information can be provided to the driver.

Contingency power concepts for helicopter turboshaft engine

NASA Technical Reports Server (NTRS)

Hirschkron, R.; Davis, R. H.; Goldstein, D. N.; Haynes, J. F.; Gauntner, J. W.

1984-01-01

Twin helicopter engines are often sized by power requirement of safe mission completion after the failure of one of the two engines. This study was undertaken for NASA Lewis by General Electric Co. to evaluate the merits of special design features to provide a 2-1/2 minute Contingency Power rating, permitting an engine size reduction. The merits of water injection, cooling flow modulation, throttle push and an auxiliary power plant were evaluated using military life cycle cost (LCC) and commercial helicopter direct operating cost (DOC) merit factors in a rubber engine/rubber aircraft scenario.

Factors Influencing Solar Electric Propulsion Vehicle Payload Delivery for Outer Planet Missions

NASA Technical Reports Server (NTRS)

Cupples, Michael; Green, Shaun; Coverstone, Victoria

2003-01-01

Systems analyses were performed for missions utilizing solar electric propulsion systems to deliver payloads to outer-planet destinations. A range of mission and systems factors and their affect on the delivery capability of the solar electric propulsion system was examined. The effect of varying the destination, the trip time, the launch vehicle, and gravity-assist boundary conditions was investigated. In addition, the affects of selecting propulsion system and power systems characteristics (including primary array power variation, number of thrusters, thruster throttling mode, and thruster Isp) on delivered payload was examined.