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1
Gatley, Sarah Lee. "Integrated flight and propulsion control of a future V/STOL aircraft concept." Thesis, University of Leicester, 2001. http://hdl.handle.net/2381/30190.
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A robust integrated flight and propulsion control (IFPC) system is designed and analysed for an experimental vertical/short take-off and landing (V/STOL) aircraft configuration, using multivariable design techniques. The model used for the design is based on the DERA VAAC Harrier wide envelope model (WEM) airframe with a Rolls-Royce Spey engine. This provides a detailed, large-scale, interacting full-envelope, nonlinear simulation model, thought likely to be representative of the next generation of V/STOL aircraft. The centralised IFPC system is evaluated in piloted simulation trials on DERA's real-time all-vehicle simulator (RTAVS), the results of which indicate that level 1 or 2 handling qualities are achieved over the low-speed powered-lift region of the flight envelope. The application of the structured singular value, , and the -gap metric to the problem of evaluating the robustness properties of this multivariable IFPC system is presented. The centralised controller is subsequently partitioned into decentralised lower-order airframe and engine subcontrollers, in order to address implementation and testing issues. The partitioned system is seen to retain largely both the performance and robustness properties of the centralised system. Due to the particular implementation structure used for the centralised H loop shaping controller, the partitioning procedure described can be applied to general two-degree-of-freedom control systems. A scheme to guarantee maximum limits on safety-critical engine variables is developed and applied, to preserve the structural integrity of the engine during extreme manoeuvres. As the system frequently operates on the position limits of the engine actuators, an anti-windup scheme is implemented to maintain the performance of the system during actuator saturation.
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Choi, Jinbae. "Closed-Loop Optimal Control of Discrete-Time Multiple Model Linear Systems with Unknown Parameters." Case Western Reserve University School of Graduate Studies / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=case1441178373.
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Man, S. "Aquatic flight inspired propulsion for autonomous underwater vehicles." Thesis, University of Southampton, 2015. https://eprints.soton.ac.uk/385840/.
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Modern Autonomous Underwater Vehicle (AUV) technology has a number of limitations and one of these is vehicle manoeuvrability. Conventional flight style AUVs generally have turning circle diameters of five or more vehicle lengths, but most marine animals can turn in under one body length. This shows there is merit in looking at marine animals for inspiration to improve the manoeuvrability of AUVs. Aquatic flight propulsion is one marine animal propulsion strategy that was identified early in the research as having the potential to full fill this role. Aquatic flight propulsion has been studied experimentally in the past, but most of the past research focused in one or two axis aquatic flight (foil pitch and dorsoventral roll). However, marine animal literatures show animal aquatic flight is a three axis problem and there is an additional motion component in anteroposterior yaw. The effect of this yaw motion is not well understood and this will be the focus of this thesis’s research. The effect of aquatic flight yaw motion is investigated using a combination of computation modelling and experimental studies. It found two-axis aquatic flight is better for producing propulsive thrust for most scenarios, but three-axis aquatic flight is useful for producing additional off axis force. In particular, the three axis slanted foil actuation path can produce a sizeable vertical force with very little change to the horizontal thrust coefficient, which would be very useful for a positively buoyant AUV to control its depth. The experiment verified the model’s results and many of the experiment data points were within 30% of the model prediction. The experiment has a relatively large uncertainty due to turbulences in the recirculating water channel, so 30% is a reasonably good fit. Whilst there is room for improvement for both the model and the experiment, the current model is sufficient to produce provisional estimates for actuator and control system design as well as identification of various cases of interest for further in depth analysis.
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Richardson, Kevin M. "An integrated switched reluctance marine propulsion unit." Thesis, University of Warwick, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.265625.
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Ur, Rahman Naveed. "Propulsion and flight controls integration for the blended wing body aircraft." Thesis, Cranfield University, 2009. http://hdl.handle.net/1826/4095.
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The Blended Wing Body (BWB) aircraft offers a number of aerodynamic perfor-
mance advantages when compared with conventional configurations. However, while
operating at low airspeeds with nominal static margins, the controls on the BWB
aircraft begin to saturate and the dynamic performance gets sluggish. Augmenta-
tion of aerodynamic controls with the propulsion system is therefore considered in
this research. Two aspects were of interest, namely thrust vectoring (TVC) and flap
blowing. An aerodynamic model for the BWB aircraft with blown flap effects was
formulated using empirical and vortex lattice methods and then integrated with a
three spool Trent 500 turbofan engine model. The objectives were to estimate the
effect of vectored thrust and engine bleed on its performance and to ascertain the
corresponding gains in aerodynamic control effectiveness.
To enhance control effectiveness, both internally and external blown flaps were sim-
ulated. For a full span internally blown flap (IBF) arrangement using IPC flow, the
amount of bleed mass flow and consequently the achievable blowing coefficients are
limited. For IBF, the pitch control effectiveness was shown to increase by 18% at low
airspeeds. The associated detoriation in engine performance due to compressor bleed
could be avoided either by bleeding the compressor at an earlier station along its ax-
ial length or matching the engine for permanent bleed extraction. For an externally
blown flap (EBF) arrangement using bypass air, high blowing coefficients are shown
to be achieved at 100% Fan RPM. This results in a 44% increase in pitch control
authority at landing and take-off speeds. The main benefit occurs at take-off, where
both TVC and flap blowing help in achieving early pitch rotation, reducing take-off
field lengths and lift-off speeds considerably. With central flap blowing and a lim-
ited TVC of 10◦, the lift-off range reduces by 48% and lift-off velocity by almost 26%.
For the lateral-directional axis it was shown that both aileron and rudder control
powers can be almost doubled at a blowing coefficient of Cu = 0.2. Increased roll
authority greatly helps in achieving better roll response at low speeds, whereas the
increased rudder power helps in maintaining flight path in presence of asymmetric
thrust or engine failure, otherwise not possible using the conventional winglet rudder.
6
Chen, Allen 1979. "Propulsion system characterization for the SPHERES Formation Flight and Docking testbed." Thesis, Massachusetts Institute of Technology, 2002. http://hdl.handle.net/1721.1/82246.
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Meadowcroft, Brian K. "Hidden Failures in Shipboard Electrical Integrated Propulsion Plants." Thesis, Virginia Tech, 2010. http://hdl.handle.net/10919/42754.
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The differences between shipboard and land based power systems are explored to support the main focus of this work. A model was developed for simulating hidden failures on shipboard integrated propulsion plants, IPP. The model was then used to evaluate the segregation of the IPP high voltage, HV, buses in a similar fashion as a shipboard firemain. The HV buses were segregated when loss of propulsion power would put the ship as risk. This new treatment reduces the region of vulnerability by providing a high impedance boundary that limits the effects of a hidden failure of a current magnitude or differential based protective element, without the installation of any additional hardware or software. It is shown that this protection could be further improved through the use of a simple adaptive protection scheme that disarms unneeded protective elements in certain configurations.<br>Master of Science
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Marklund, Hanna. "Supersonic Retro Propulsion Flight Vehicle Engineering of a Human Mission to Mars." Thesis, Luleå tekniska universitet, Rymdteknik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-75820.
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A manned Mars mission will require a substantial increase in landed mass compared to previous robotic missions, beyond the capabilities of current Entry Descent and Landing, EDL, technologies, such as blunt-body aeroshells and supersonic disk-gap-band parachutes. The heaviest payload successfully landed on Mars to date is the Mars Science Laboratory which delivered the Curiosity rover with an approximate mass of 900 kg. For a human mission, a payload of magnitude 30-50 times heavier will need to reach the surface in a secure manner. According to the Global Exploration Roadmap, GER, a Human Mission to Mars, HMM, is planned to take place after year 2030. To prepare for such an event several technologies need maturing and development, one of them is to be able to use and accurately asses the performance of Supersonic Retro Propulsion, SRP, another is to be able to use inflatable heat shields. This internal study conducted at the European Space Agency, ESA, is a first investigation focusing on the Entry Descent and Landing, EDL, sequence of a manned Mars lander utilising an inflatable heatshield and SRP, which are both potential technologies for enabling future landings of heavy payloads on the planet. The thesis covers the areas of aerodynamics and propulsion coupled together to achieve a design, which considers the flight envelope constraints imposed on human missions. The descent has five different phases and they are defined as circular orbit, hypersonic entry, supersonic retropropulsion, vertical turn manoeuvre and soft landing. The focus of this thesis is on one of the phases, the SRP phase. The study is carried out with the retro-thrust profile and SRP phase initiation Mach number as parameters. Aerodynamic data in the hyper and supersonic regime are generated using Computational Fluid Dynamics, CFD, to accurately assess the retropropulsive performance. The basic concept and initial sizing of the manned Mars lander builds on a preliminary technical report from ESA, the Mission Scenarios and Vehicle Design Document. The overall optimisation process has three parts and is based on iterations between the vehicle design, CFD computations in the software DLR-Tau and trajectory planning in the software ASTOS. Two of those parts are studied, the vehicle design and the CFD,to optimise and evaluate the feasibility of SRP during the descent and test the design parameters of the vehicle. This approach is novel, the efficiency and accuracy of the method itself is discussed and evaluated. Initially the exterior vehicle Computer Aided Design, CAD, model is created, based on the Mission Scenarios and Vehicle Design Document, however updated and furthered. The propulsion system is modelled and evaluated using EcosimPRO where the nozzle characteristics, pressure levels and chemistry are defined, and later incorporated in the CAD model. The first iteration of the CFD part has an SRP range between Mach 7 and 2, which results in an evaluation of five points on the trajectory. The thrust levels, the corresponding velocity, altitude and atmospheric properties at those points can then be evaluated and later incorporated in ASTOS. ASTOS, in turn, can simulate the full trajectory from orbit to landing including the CFD data of the SRP phase. Due to time limitation only one iteration of the vehicle design and the SRP range was completed. However, the goals of the study were reached. A first assessment of SRP in Mars atmosphere has been carried out, and the aerodynamic and propulsive data has been collected to be built on in the future. The results indicate that the engines can start at a velocity of Mach 7. They also show consistency with similar studies conducted in Earths atmosphere. The current vehicle design, propulsion system and SRP range can now be furthered, updated and advanced in order to optimise the different descent phases in combination with future results from ASTOS.
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McKenzie, Cameron Cedric. "The effect of turboprop propulsion on the aerodynamic benefits of formation flight." Master's thesis, University of Cape Town, 2017. http://hdl.handle.net/11427/25417.
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In order to determine the effect of turboprop propulsion on the aerodynamic benefits of formation flight, a 3D Vortex Filament Method (VFM) programme, which made use of a Burnham-Hallock viscous core model, was formulated and employed to model the progression and interaction of the wing and turboprop trailing wakes. Within this programme, an initial prescribed wake for the turboprop engines was discretised by shed helicoidal vortex filaments generated by the use of an amalgamation of the propeller theory of Goldstein and Theodorsen. The downwash velocity field of a B747 during cruise, obtained via the use of the VFM Burnham-Hallock (VFM B-H) model programme, was verified against both the simulation conducted by Ehret and Oertel, in which an integrated Biot-Savart law VFM was utilised, as well as against experimental results obtained by Burnham et al. in their ground-based measurements of the wake vortex characteristics of a B747 aircraft. The VFM B-H model produced peak upwash and downwash velocities which matched those obtained by Ehret and Oertel to within 95% accuracy. Furthermore, a distance of 47.48 m between the rolled up vortex centres was achieved utilising the programmed VFM B-H model, which differed from the Ehret and Oertel model by only 0.48 m. Qualitatively, the 3D VFM B-H plot displayed similar degrees of roll-up and descent when compared to their Biot-Savart VFM plot. As a result of this positive validation process, the programmed VFM B-H model was utilised to simulate turboprop aircraft wakes of a higher complexity. In order to compare the effects of the number of turboprop engines on the aerodynamic benefits of formation flight, the three-bladed single turboprop engine Lancair Propjet, the six-bladed twin turboprop engine ATR 72 and the four-bladed four engine Lockheed Martin P-3 Orion were selected for comparative simulations. As extended formation flight makes use of aircraft downstream separation distances of more than ten wingspans, a wake length of 330 m (which equates to 10.9 span lengths for the P-3 Orion, 12.4 span lengths for the ATR 72 and 36.3 span lengths for the Lancair Propjet) was selected. All aircraft were simulated via the use of the VFM B-H model programme for a range of flight states from cruise conditions to zero g wing loading with full propeller thrust, such as in vertical ascents. From said simulations a novel viscous core radius to simulation convergence relationship equation was developed. The induced velocity fields at 330 m downstream in the wake were then generated in order to investigate the effects of the inclusion of turboprop engines on the aerodynamic benefits of formation flight. From said downwash plots, it was found that the helicoidal vortices affected that region of the wake within an average value of 35% of the wingspan, measured from the fuselage symmetry plane, for all simulated aircraft. In aircraft design, wing mounted engines are placed in a more inboard position in order to reduce rudder strength requirements as well as to minimize the yawing moment due to asymmetric thrust in the event of an engine failure. These helicoidal vortices' areas of influence are a result of said aircraft design convention as well as the helicoidal vortex sheets having a much lower vortex strength and filament density than the wing wake. The regions of the wing wake dominated by upwash induced velocities are outboard of an average value of 40% of the wingspan, measured from the fuselage symmetry plane. It is this region in which the drag reduction, fuel saving benefits of extended formation flight are harnessed. Therefore, as a result of aircraft engine mounting convention and marginal outboard drift of the helicoidal vortices, the turboprops' helicoidal vortices have minimal to negligible effect on the 10% wing overlap outboard-most region that sees positive fuel savings of 10% to 16% for previous extended formation flight investigations.
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Shah, Parthiv N. "Novel turbomachinery concepts for highly integrated airframe/propulsion systems." Thesis, Massachusetts Institute of Technology, 2007. http://hdl.handle.net/1721.1/38929.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2007.<br>This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.<br>Includes bibliographical references (p. 251-260).<br>Two novel turbomachinery concepts are presented as enablers to advanced flight missions requiring integrated airframe/propulsion systems. The first concept is motivated by thermal management challenges in low-to-high Mach number (4+) aircraft. The idea of compressor cooling combines the compressor and heat exchanger function to stretch turbopropulsion system operational limits. Axial compressor performance with blade passage heat extraction is assessed with computational experiments and meanline modeling. A cooled multistage compressor with adiabatic design point is found to achieve higher pressure ratio, choking mass flow, and efficiency (referenced to an adiabatic, reversible process) at fixed corrected speed, with greatest benefit occurring through front-stage cooling. Heat removal equal to one percent of inlet stagnation enthalpy flux in each of the first four blade rows suggests pressure ratio, efficiency, and choked flow improvements of 23%, 12%, and 5% relative to a baseline, eight-stage compressor with pressure ratio of 5. Cooling is also found to unchoke rear stages at low corrected speed. Heat transfer estimations indicate that surface area limitations and temperature differences favor rear-stage cooling and suggest the existence of an optimal cooling distribution.<br>(cont.) The second concept is a quiet drag device to enable slow and steep approach profiles for functionally quiet civil aircraft. Deployment of such devices in clean airframe configuration reduces aircraft source noise and noise propagation to the ground. The generation of swirling outflow from a duct, such as an aircraft engine, is conceived to have high drag and low noise. The simplest configuration is a ram pressure driven duct with non-rotating swirl vanes, a so-called swirl tube. A device aerodynamic design is performed using first principles and CFD. The swirl-drag-noise relationship is quantified through scale-model aerodynamic and aeroacoustic wind tunnel tests. The maximum measured stable flow drag coefficient is 0.83 at exit swirl angles close to 500. The acoustic signature, extrapolated to full-scale, is found to be well below the background noise of a well populated area, demonstrating swirl tube conceptual feasibility. Vortex breakdown is found to be the aerodynamically and acoustically limiting physical phenomenon, generating a white-noise signature that is [approx.] 15 dB louder than a stable swirling flow.<br>by Parthiv Narendra Shah.<br>Ph.D.
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Danis, Reed. "Investigating Forward Flight Multirotor Wind Tunnel Testing in a 3-by 4-foot Wind Tunnel." DigitalCommons@CalPoly, 2018. https://digitalcommons.calpoly.edu/theses/1909.
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Investigation of complex multirotor aerodynamic phenomena via wind tunnel experimentation is becoming extremely important with the rapid progress in advanced distributed propulsion VTOL concepts. Much of this experimentation is being performed in large, highly advanced tunnels. However, the proliferation of this class of vehicles extends to small aircraft used by small businesses, universities, and hobbyists without ready access to this level of test facility. Therefore, there is a need to investigate whether multirotor vehicles can be adequately tested in smaller wind tunnel facilities. A test rig for a 2.82-pound quadcopter was developed to perform powered testing in the Cal Poly Aerospace Department’s Low Speed Wind Tunnel, equipped with a 3-foot tall by 4-foot wide test section. The results were compared to data from similar tests performed in the U.S. Army 7-by 10-ft Wind Tunnel at NASA Ames. The two data sets did not show close agreement in absolute terms but demonstrated similar trends. Due to measurement uncertainties, the contribution of wind tunnel interference effects to this discrepancy in measurements was not able to be properly quantified, but is likely a major contributor. Flow visualization results demonstrated that tunnel interference effects can likely be minimized by testing at high tunnel speeds with the vehicle pitched 10-degrees or more downward. Suggestions towards avoiding the pitfalls inherent to multirotor wind tunnel testing are provided. Additionally, a modified form of the conventional lift-to-drag ratio is presented as a metric of electric multirotor aerodynamic efficiency.
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Elias, Joerg. "Advanced integrated helicopter flight simulator cockpit design." Thesis, Georgia Institute of Technology, 1989. http://hdl.handle.net/1853/12469.
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Clough, Joshua. "Integrated propulsion and power modeling for bimodal nuclear thermal rockets." College Park, Md.: University of Maryland, 2007. http://hdl.handle.net/1903/7604.
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Thesis (Ph. D.) -- University of Maryland, College Park, 2007.<br>Thesis research directed by: Dept. of Aerospace Engineering. Title from t.p. of PDF. Includes bibliographical references. Published by UMI Dissertation Services, Ann Arbor, Mich. Also available in paper.
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Beaverstock, Christopher Simon. "An integrated approach to flight control system design." Thesis, University of Bristol, 2012. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.559486.
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A closely integrated Flight Control System (FCS) design is fundamental to the successful develop- ment of modern aircraft. The FCS must provide adequate control authority to the pilot operator, along with a robust systems design that provides sufficient reliability and performance to ensure ad- equate handling qualities throughout the operational flight envelope. Using feedback controllers, the static and dynamic characteristics can be augmented, ultimately to improve the performance. In- cluding feedback control into the conceptual design process can in many cases improve not only the static and dynamic performance, but the operational efficiency. Essentially, the stability requirements are relaxed, where the additional parameters supplied by the controller are used to recover the lost performance. Furthermore, this is bounded by the performance of the command-actuation system. Parameters such as rate and maximum actuation output limit the systems designs performance, as well as the system dynamics which modifies the response. This thesis considers the task of integrating classical control and systems design under a single design framework. It is shown that by expanding the design space parameters, the overall aircraft perfor- mance and efficiency can be improved. The intended application of these methods is for integration into the conceptual design phase, where commitment of resources is normally at its greatest. Prin- ciples of this thesis are embodied in the FCS design environment Flight Control Systems Designer Toolkit (FCSDT), a sub-component of the Computerised Environment for Aircraft Synthesis and In- tegrated Optirnisation Methods (CEASIOM) software framework developed by Simulation of aircraft Stability And Control (SimSAC), an European Union (EU) funded Framework 6 Program, of which the author was a part of the development team. It is hypothesised that the FCS topology, systems architecture and control design are intrinsically linked, and that modifying these concurrently can lead to an improved design. This is demon- strated using data for a Boeing 747-100 published by National Aeronautics and Space Adminis- tration (NASA), selected due to the wealth of data and information available. Furthermore, with multiply-redundant surfaces and varying response and control power characteristics, provides a non- trivial example for FCS design. The NASA model was used to investigate static and dynamic per- formance across the operational ftight envelope. FCSDT was then used to explore the interaction between the topology and systems design whilst integrating feedback control. Results show the pos- sible performance benefits of. and the system limitations on. the control system design.
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Schneider, Volker [Verfasser]. "Trajectory Generation for Integrated Flight Guidance / Volker Schneider." München : Verlag Dr. Hut, 2019. http://d-nb.info/1178898741/34.
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Rodrigo, Clinton. "Basic Comparison of Three Aircraft Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion." Master's thesis, Aircraft Design and Systems Group (AERO), Department of Automotive and Aeronautical Engineering, Hamburg University of Applied Sciences, 2019. http://d-nb.info/1204558019.
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Purpose - This thesis presents a comparison of aircraft design concepts to identify the superior propulsion system model among turbo-hydraulic, turbo-electric and classic jet propulsion with respect to Direct Operating Costs (DOC), environmental impact and fuel burn. --- Approach - A simple aircraft model was designed based on the Top-Level Aircraft Requirements of the Airbus A320 passenger aircraft, and novel engine concepts were integrated to establish new models. Numerous types of propulsion system configurations were created by varying the type of gas turbine engine and number of propulsors. --- Findings - After an elaborate comparison of the aforementioned concepts, the all turbo-hydraulic propulsion system is found to be superior to the all turbo-electric propulsion system. A new propulsion system concept was developed by combining the thrust of a turbofan engine and utilizing the power produced by the turbo-hydraulic propulsion system that is delivered via propellers. The new partial turbo-hydraulic propulsion concept in which 20% of the total cruise power is coming from the (hydraulic driven) propellers is even more efficient than an all turbo-hydraulic concept in terms of DOC, environmental impact and fuel burn. --- Research Limitations - The aircraft were modelled with a spreadsheet based on handbook methods and relevant statistics. The investigation was done only for one type of reference aircraft and one route. A detailed analysis with a greater number of reference aircraft and types of routes could lead to other results. --- Practical Implications - With the provided spreadsheet, the DOC and environmental impact can be approximated for any commercial reference aircraft combined with the aforementioned propulsion system concepts. --- Social Implications - Based on the results of this thesis, the public will be able to discuss the demerits of otherwise highly lauded electric propulsion concepts. --- Value - To evaluate the viability of the hydraulic propulsion systems for passenger aircraft using simple mass models and aircraft design concept.
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Zhang, Fubiao [Verfasser]. "Physically Integrated Reference Model Based Flight Control / Fubiao Zhang." München : Verlag Dr. Hut, 2017. http://d-nb.info/1135596409/34.
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Moro, Mike, and Paul J. Friedman. "An Integrated Real-Time Turbine Engine Flight Test System." International Foundation for Telemetering, 1990. http://hdl.handle.net/10150/613817.
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International Telemetering Conference Proceedings / October 29-November 02, 1990 / Riviera Hotel and Convention Center, Las Vegas, Nevada<br>New developments and modifications to existing gas turbine engines require qualification through extensive ground testing followed by flight testing. An increasing work load necessitates productivity improvements in the test platform utilization and the telemetry ground station.
This paper addresses the application of a compatible family of commercial offthe-shelf telemetry systems for quick-look to ensure data integrity on board the Boeing 720 test platform, and a distributed architecture ground station to serve multiple engineering disciplines through the use of an acquisition subsystem serving data to independent color graphics workstations via an Ethernet local area network.
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Lawton, John Arthur. "Fuel-optimal space-flight transfer solutions through a redundant adjoint variable transformation." Diss., Virginia Tech, 1991. http://hdl.handle.net/10919/29273.
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A transformation between minimum dimension adjoint variables and redundant adjoint variables is derived in this dissertation. The transformation is then applied between the adjoint variables associated with Cartesian position and velocity vectors and a set of redundant adjoint variables associated with certain regularized variables (Schumacher variables). This transformation proves to be very beneficial when it is applied to minimum-fuel space rendezvous and intercept problems. It facilitates using attributes from the two systems simultaneously; a new necessary condition in Schumacher adjoints is derived in this dissertation, and this together with classical necessary conditions for fuel-optimal transfer (existing in the position and velocity space) leads to a numerical algorithm which seems to be quite robust in finding candidate optimal control solutions for space transfer problems.<br>Ph. D.
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Mattson, Erik Anthony. "An implicit algorithm for analysis of an airframe-integrated scramjet propulsion cycle." Thesis, Massachusetts Institute of Technology, 1988. http://hdl.handle.net/1721.1/35947.
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Omiecinski, Tomasz Adam. "Reconfigurable integrated modular avionics." Thesis, University of Bristol, 1999. http://hdl.handle.net/1983/e9e10bd7-72c6-4aff-9027-f297dded5e41.
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Integrated Modular Avionics standardises hardware and software platforms of Line Replaceable Modules (LRMs) and other system components in order to reduce the overall cost of system development. operation and maintenance. Several identical processing units within a cabinet. and fast communication media in the form of a backplane bus introduces further possibility of reconfiguring the system in terms of changing the applications performed by particular core LRMs. In this thesis a study into Reconfigurable Integrated Modular Avionics is presented. The main objectives of the project were to investigate the benefits, and feasibility of, employing autonomous dynamic in-tlight reconfiguration of the system as a means for providing fault-tolerance. In this approach, allowing processing modules to change their function permits the system to share the redundant modules as well as sacrificing less important avionics functions to sustain the more critical applications. Various architecture examples are reviewed in order to establish a system design that would support reconfiguration at a minimal cost. Two modified ARINC 651 architecture examples are proposed for implementation of dynamic in-flight reconfiguration. The benefits of reconfiguration are identified with the use of Markov state space analysis, and are found to be substantial with respect to the reduced number of redundant processing modules required to implement the system functions within the safety requirements. Suitable reconfiguration schemes are identified, and the most promising one is formally specified with the use of the Vienna Development Method. The safety properties of the scheme are shown based on the specification. In order to study the feasibility of autonomous dynamic reconfiguration, the scheme is implemented into two distinct systems, and the results of the practical observation of the system behaviour are presented and discussed. As the project was sponsored by the UK Civil Aviation Authority, a number of certification issues related to reconfigurable avionics systems are identified and discussed based on the practical implementation and previous theoretical analysis. It is concluded that dynamic in-flight reconfiguration of avionics systems can lead to substantial savings in terms of the reduced number of required core LRMs, and greater fault-tolerance than traditional non-reconfigurable systems
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Olcer, Fahri Ersel. "Linear time invariant models for integrated flight and rotor control." Diss., Georgia Institute of Technology, 2011. http://hdl.handle.net/1853/44921.
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Formulation of linear time invariant (LTI) models of a nonlinear system about a periodic equilibrium using the harmonic domain representation of LTI model states has been studied in the literature. This thesis presents an alternative method and a computationally efficient scheme for implementation of the developed method for extraction of linear time invariant (LTI) models from a helicopter nonlinear model in forward flight. The fidelity of the extracted LTI models is evaluated using response comparisons between the extracted LTI models and the nonlinear model in both time and frequency domains. Moreover, the fidelity of stability properties is studied through the eigenvalue and eigenvector comparisons between LTI and LTP models by making use of the Floquet Transition Matrix. For time domain evaluations, individual blade control (IBC) and On-Blade Control (OBC) inputs that have been tried in the literature for vibration and noise control studies are used. For frequency domain evaluations, frequency sweep inputs are used to obtain frequency responses of fixed system hub loads to a single blade IBC input. The evaluation results demonstrate the fidelity of the extracted LTI models, and thus, establish the validity of the LTI model extraction process for use in integrated flight and rotor control studies.
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Altshuler, Douglas Leonard. "Ecophysiology of hummingbird flight along elevational gradients an integrated approach /." Access restricted to users with UT Austin EID Full text (PDF) from UMI/Dissertation Abstracts International, 2001. http://wwwlib.umi.com/cr/utexas/fullcit?p3035932.
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Reschke, Christian. "Integrated flight loads modelling and analysis for flexible transport aircraft." [S.l. : s.n.], 2006. http://nbn-resolving.de/urn:nbn:de:bsz:93-opus-27974.
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Corban, J. Eric. "Real-time guidance and propulsion control for single-stage-to-orbit airbreathing vehicles." Diss., Georgia Institute of Technology, 1989. http://hdl.handle.net/1853/12889.
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Linder, Johan. "An integrated brake disc and electric drive for vehicle propulsion : A FEASIBILITY STUDY." Thesis, KTH, Skolan för elektro- och systemteknik (EES), 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-187652.
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In this thesis, the feasibility to integrate an brake disc and electric machine is investigated. In wheel motors (IWMs) have several advantages, such as saving space in the vehicle, individual and direct control at the wheels and the absence of a mechanical transmission. However, today’s IWMs are heavy and, thus, negatively affect the driving performance of the vehicle due to the increase of the unsprung mass. By integrating an already existing part in the wheel, this increase of the unsprung mass can be minimized. The brake disc manages high temperatures, a significant wear in rough environ-ment, which puts high demands on the rotor. The second part of the machine, the stator, will be significantly affected by the high temperatures of the rotor. The temperatures of the stator are transferred by convection, conduction and radiation from the rotor or brake disc. Liquid cooling of the stator back is analyzed as a potential solution for handling the high temperatures. In order to analyze the feasibility of the concept, thermal, electric and mechanical modelling has been used. The evaluation whether it is possible or not to integrate the brake disc has been with regard to the results of weight, cost, thermal tolerance and electric performance.<br>I detta arbete undersöks möjligheten att integrera en bromsskiva med elmaskin. Hjul-motorer har flera fördelar, bland annat sparas utrymme i själva bilen, individuell kontroll samt drivning av hjulen utan mekaniska transmissioner. Men hjulmotorer som kan användas idag väger oftast så pass mycket att den odämpade massan ökar kritiskt och köregenskaper av fordonet då blir lidande. Genom att integrera en befintlig del i hjulet kan ¨okningen av odämpade massan minskas. Att använda bromsskivan som rotor, kräver att denna tål temperaturer ¨over 500◦C samt påfrestningar och slitage som en vanlig mekanisk friktionsbroms måste uthärda. Den andra delen av maskinen, statorn kommer även denna att påverkas av de höga temperaturerna av bromsskivan som kommer ledas via konvektion, konduktion och strålning. Möjligheten att kyla statorn med vätska och om detta är tillräckligt undersöks. För att analyserna genomförbarheten av projektet har termiska, elektriska och mekaniska modeller använts. Resultaten har analyserats där maskinens vikt, kostnad, termisk tålighet och elektrisk prestanda har legat till grund för bedömningen om lösningen; att integrera en broms-skiva med elmaskin är rimlig eller ej.
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Sarmadi, Sepehr 1977. "Minimizing airline passenger delay through integrated flight scheduling and aircraft routing." Thesis, Massachusetts Institute of Technology, 2004. http://hdl.handle.net/1721.1/29401.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering; and, (S.M.)--Massachusetts Institute of Technology. Operations Research Center, 2004.<br>Includes bibliographical references (p. 83-86).<br>Statistics show that airline flight delays and cancellations have increased continuously over the period from 1995 to 2000. During the same period, customer dissatisfaction and complaints have followed a similar, even more dramatic trend. In 2001, as a consequence of the September 1 th terrorist attacks and the resulting airline schedule reductions, delay levels decreased, but only temporarily. With growing passenger demands and stagnant capacity passenger delays and disruptions are again on the rise. Approaches to mitigate schedule disruptions include: 1) re-optimizing the schedule during operations after a disruption occurs. For example, an airline operations controller might decide to cancel or postpone some flight legs or to re-route some aircraft to recover the rest of the schedule; and 2) building robustness into the schedule in the planning stage. By robustness we mean the ability to absorb flight delays so these effects are minimized on passengers and crews. In many cases, trying to reduce delays in the planning stage can be less costly for the airlines, especially if the actions suggested to modify the schedule are not expensive. Pushing back a flight's departure time only ten minutes might cost the airline little but can potentially reduce the number of passenger misconnections given the stochastic nature of airline operations. Canceling a flight during operations for example, can be however very costly. The primary goal of this research is to propose planning models to re-route aircraft and re-time flight departures, either separately or simultaneously, in order to distribute slack time in the network optimally and reduce passenger delays. Using data from a major U.S. airline we observe that with our model, we can reduce flight and passenger delay levels.<br>by Sepehr Sarmadi.<br>S.M.
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Gauthier, Jason A. "Quadrotor UAV Flight Control with Integrated Mapping and Path Planning Capabilities." Wright State University / OhioLINK, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=wright1609779989188732.
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Arrington, Jess W. "The analysis of components, designs, and operation for electrical propulsion and Integrated Electrical System." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1998. http://handle.dtic.mil/100.2/ADA357575.
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Thesis (M.S. in Electrical Engineering) Naval Postgraduate School, September 1998.<br>"September 1998." Thesis advisor(s): John G. Ciezki. Includes bibliographical references (p. 123-124). Also available online.
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Schuddebeurs, Jeroen Daryanto. "De-risking Integrated Full Electric Propulsion (IFEP) vessels using advanced modelling and simulation techniques." Thesis, University of Strathclyde, 2014. http://oleg.lib.strath.ac.uk:80/R/?func=dbin-jump-full&object_id=24435.
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Complex multi-domain engineering systems, where for example mechanical and thermal (sub)systems are connected to each other in some way, have increasingly become a vital part of our society. An example of such a system is the Integrated Full Electric Propulsion (IFEP) concept for the marine shipping industry. With this IFEP concept, as opposed to the more conventional marine power system, the power for the ship's propulsion and ship's services is provided by a common power plant. This offers advantages including fuel efficiency and design flexibility. However, due to its system complexity and capital costs, it is important that the overall dynamic behaviour of these systems can be predicted in the early stages of the design. Predicting the overall system behaviour can be obtained by employing an integrated end-to-end model, which combines detailed models of for example the mechanical and electrical (sub)systems. This allows for example ship designers to investigate disturbances and the primary and higher order responses across the system. However, present existing simulation tools do not easily facilitate such employment of a holistic approach. In this thesis the focus is on how advanced modelling and simulation techniques can be used to de-risk the design and in-service of complex IFEP systems. The state-of-the-art modelling and simulation techniques as well as the IFEP application area are considered. An integrated-model of an IFEP vessel was developed under the EPSRC collaborative AMEPS (Advanced Marine Electric Propulsion System) research project, which forms a major part of this thesis. In order to reduce the computational burden, due to a wide variety of time constants in the IFEP system, a multi-rate simulation technique was proposed. It was demonstrated that a reduction in simulation execution time between 10-15 times can be achieved. However it was conceptually argued that multi-rate simulation could introduce errors, which propagates itself across the system thereby provoking potential unrealistic responses from other subsystems. Several case studies were conducted based on this model, which shows that such an integrated end-to-end model may be a valuable decision-support tool for de-risking the design and in-service phases of IFEP vessels. For example, it was demonstrated that a disturbance on the propeller could provoke a saturation of the gas turbine governor. Different power system architectures were proposed for IFEP power systems such as radial and hybrid AC/DC. For this thesis, an initial study was conducted to assess the relationship between the type of power system architecture and the vessel survivability. For this assessment an existing vessel survivability theory was further developed into a quantitative method. It was concluded that based on a comparative short circuit study and the proposed survivability method that the IFEP-hybrid AC/DC architecture offers the best vessel survivability.
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Gu, Weiqun. "Evaluation of optimised flight trajectories for conventional and novel aircraft and engine integrated systems." Thesis, Cranfield University, 2013. http://dspace.lib.cranfield.ac.uk/handle/1826/10254.
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Today, the air transport industry has become an essential element of global society by
its great contributions to the wide exchanges of cultures/people and to the rapid growth
in the world economy.
However, on the other hand, the adverse impacts on the environment caused by air
transport, such as air pollution, noise and climate change, are drawing, increasingly,
growing public concern.
In order to address the steady growth in air-travel demand in the next decades through
an environmentally-friendly way and realise the ACARE 2020 environmental goals,
The Clean Sky programme has been launched by European Union over the period 2008
– 2013.
The project research, described in this thesis and sponsored by the Clean Sky
programme, aims at evaluating the feasibility of reducing the environmental impact of
commercial aviation through the introduction of changes in the aircraft operational rules
and procedures, as well as the application of the new-generation propfan (open rotor)
engine, based on flight trajectory multidisciplinary optimisation and analysis of
commercial aircraft.
In order to accomplish the above research objectives, a complete methodology to
achieve and realise optimum flight trajectories has been initially proposed. Then, 12
component-level models which function as simulating different disciplines, such as
aircraft performance, engine performance, engine gaseous emission, and flight noise,
have been developed or selected/adopted. Further, nine system-level integration and
optimisation models were built. These system-level models simulate flights from
Amsterdam Schiphol airport in the Netherlands to Munich airport in Germany flown by
different types of aircraft through different flight phases with different optimisation
objectives. Finally, detailed investigations into the flight trajectory optimisations were
performed, extensive optimisation results were achieved and corresponding description,
analysis and comparisons were provided.
The main contributions of this work to knowledge broadly comprise the following: 1)
the further development regarding the methodology of flight trajectory multidisciplinary
optimisation; 2) previous work on aircraft trajectory optimisation has often considered
fixed objectives over the complete flight trajectory. This research focused on
representative flight phases of a flight mission with different optimisation objectives,
namely, noise impact and fuel burn during the departure phase; fuel burn and flight time
during en route phase; and noise impact and NOx emission during the arrival phase; 3)
this research has extended the current flight trajectory optimisations to turboprop and
propfan equipped aircraft. As a result, a relative complete 2D flight trajectory
multidisciplinary optimisation spectrum, spanned by primary commercial aircraft types,
primary flight phases and primary optimisation objectives of interest, has been built.
Although encouraging progress have been achieved, this project research, as with any
other research activity, is also only ‘on the way’ rather than coming to the ‘end’ point.
There are still many aspects which can be improved further and there is still much new
research and exploration which can be investigated further. All these have also been
suggested in this thesis.
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Nötzel, Klaus R. "Integrated Satellite Control Center." International Foundation for Telemetering, 1995. http://hdl.handle.net/10150/611618.
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International Telemetering Conference Proceedings / October 30-November 02, 1995 / Riviera Hotel, Las Vegas, Nevada<br>Deutsche Telekom has been operating different flight models for several years. A Satellite Control Center (SCC) was designed and installed to support the operation of the satellite systems DFS Kopernikus and TV-Sat. The DFS Kopernikus system is composed of three flight models and the satellite system TV-Sat has one flight model. The aim was to design an SCC and ground stations in a way, enabling the operation of satellites and groundstations by only two operators at the main control room. The operators are well trained but not scientifically educated. The high integrated SCC supports the operators with a state of the art man-machine-interface. Software executes all necessary tasks for spacecraft- and ground station control. Interaction in front of communication equipment is not necessary. The operation of satellites is a business with a high risk potential. This paper presents the design of a Satellite Control Center with high system availability.
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Maser, Adam Charles. "Optimal allocation of thermodynamic irreversibility for the integrated design of propulsion and thermal management systems." Diss., Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/45913.
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More electric aircraft systems, high power avionics, and a reduction in heat sink capacity have placed a larger emphasis on correctly satisfying aircraft thermal management requirements during conceptual design. Thermal management systems must be capable of dealing with these rising heat loads, while simultaneously meeting mission performance. Since all subsystem power and cooling requirements are ultimately traced back to the engine, the growing interactions between the propulsion and thermal management systems are becoming more significant. As a result, it is necessary to consider their integrated performance during the conceptual design of the aircraft gas turbine engine cycle to ensure that thermal requirements are met. This can be accomplished by using thermodynamic modeling and simulation to investigate the subsystem interactions while conducting the necessary design trades to establish the engine cycle. As the foundation for this research, a parsimonious, transparent thermodynamic model of propulsion and thermal management systems performance was created with a focus on capturing the physics that have the largest impact on propulsion design choices. A key aspect of this approach is the incorporation of physics-based formulations involving the concurrent usage of the first and second laws of thermodynamics to achieve a clearer view of the component-level losses. This is facilitated by the direct prediction of the exergy destruction distribution throughout the integrated system and the resulting quantification of available work losses over the time history of the mission. The characterization of the thermodynamic irreversibility distribution helps give the designer an absolute and consistent view of the tradeoffs associated with the design of the system. Consequently, this leads directly to the question of the optimal allocation of irreversibility across each of the components. An irreversibility allocation approach based on the economic concept of resource allocation is demonstrated for a canonical propulsion and thermal management systems architecture. By posing the problem in economic terms, exergy destruction is treated as a true common currency to barter for improved efficiency, cost, and performance. This then enables the propulsion systems designer to better fulfill system-level requirements and to create a system more robust to future requirements.
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Engels, Thomas. "Numerical modeling of fluid-structure interaction in bio-inspired propulsion." Thesis, Aix-Marseille, 2015. http://www.theses.fr/2015AIXM4773/document.
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Les animaux volants et flottants ont développé des façons efficaces de produire l'écoulement de fluide qui génère les forces désirées pour leur locomotion. Cette thèse est placée dans ce contexte interdisciplinaire et utilise des simulations numériques pour étudier ces problèmes d'interaction fluides-structure, et les applique au vol des insectes et à la nage des poissons. Basée sur les travaux existants sur les obstacles mobiles rigides, une méthode numérique a été développée, permettant également la simulation des obstacles déformables et fournissant une polyvalence et précision accrues dans le cas des obstacles rigides. Nous appliquons cette méthode d'abord aux insectes avec des ailes rigides, où le corps et d'autres détails, tels que les pattes et les antennes, peuvent être inclus. Après la présentation de tests de validation détaillée, nous procédons à l'étude d'un modèle de bourdon dans un écoulement turbulent pleinement développé. Nos simulations montrent que les perturbations turbulentes affectent les insectes volants d'une manière différente de celle des avions aux ailes fixées et conçues par l'humain. Dans le cas de ces derniers, des perturbations en amont peuvent déclencher des transitions dans la couche limite, tandis que les premiers ne présentent pas de changements systématiques dans les forces aérodynamiques. Nous concluons que les insectes se trouvent plutôt confrontés à des problèmes de contrôle dans un environnement turbulent qu'à une détérioration de la production de force. Lors de l‘étape suivante, nous concevons un modèle solide, basé sur une équation de barre monodimensionnelle, et nous passons à la simulation des systèmes couplés fluide–structure<br>Flying and swimming animals have developed efficient ways to produce the fluid flow that generates the desired forces for their locomotion. These bio-inspired problems couple fluid dynamics and solid mechanics with complex geometries and kinematics. The present thesis is placed in this interdisciplinary context and uses numerical simulations to study these fluid--structure interaction problems with applications in insect flight and swimming fish. Based on existing work on rigid moving obstacles, using an efficient Fourier discretization, a numerical method has been developed, which allows the simulation of flexible, deforming obstacles as well, and provides enhanced versatility and accuracy in the case of rigid obstacles. The method relies on the volume penalization method and the fluid discretization is still based on a Fourier discretization. We first apply this method to insects with rigid wings, where the body and other details, such as the legs and antennae, can be included. After presenting detailed validation tests, we proceed to studying a bumblebee model in fully developed turbulent flow. Our simulations show that turbulent perturbations affect flapping insects in a different way than human-designed fixed-wing aircrafts. While in the latter, upstream perturbations can cause transitions in the boundary layer, the former do not present systematical changes in aerodynamic forces. We conclude that insects rather face control problems in a turbulent environment than a deterioration in force production. In the next step, we design a solid model, based on a one--dimensional beam equation, and simulate coupled fluid--solid systems
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Moloto, Ditiro Judith. "Are there structural differences in the flight feathers among Procellariiformes related to the use of wings for underwater propulsion?" Master's thesis, Faculty of Science, 2019. http://hdl.handle.net/11427/31062.
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Wings of birds differ significantly in relation to their flight mode, life-history, and habitat. Most seabirds have high aspect ratio wings for efficient gliding, whereas those that dive tend to have shorter wings with lower aspect ratio. Some seabirds including petrels, auks and, to a lesser extent, gannets use their wings to ‘fly’ underwater as well as in the air. These different environments differ greatly in terms of density. The aim of this study is to investigate if there are differences in the flight feathers of seabirds that use their wings for both underwater and aerial propulsion and seabirds that only use their wings in air. The study was restricted to the order Procellariiformes because of the wide range of divers and non-divers. I sampled 33 species ranging from albatrosses to diving petrels, including species that can dive quite well and those that barely dive at all. Due to the 800-fold difference in density between water and air, I expected to find structural differences in the flight feathers of petrels that use their wings underwater and those that do not. The investigation was based on feather length, mass, micro-structure and stiffness relative to body mass. I expected the feathers of birds that dive well (those that attain depths more than 10 m deep) to be shorter (derived from their short wings), heavier, and stiffer compared to the feathers of birds that seldom dive. Further, I expected the differences to be more marked in the primaries compared to the secondaries, because primary feathers are subject to greater forces during flight. Allometric comparisons showed both expected and unexpected results. The primary feathers of diving birds were shorter relative to body mass while the secondaries showed no differences between the two groups. As a result, non-diving birds had heavier primaries compared to the diving birds while there was no difference in the secondaries. As expected, diving birds had heavier feathers relative to feather length. There were minimal to no differences in feather microstructure or stiffness between divers and nondivers. However, diving birds exhibited slightly less flexure relative to the length of their flight feathers than non-diving birds, suggesting that their feathers are slightly stiffer. Diving birds appear to have adapted to utilising the two contrasting media by evolving short, slightly heavy and stiff outer primaries, but these differences are not marked. The main adaptation to flight underwater probably is to partly close the wing, reducing its area and increasing the overlap between adjacent feathers.
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McCrink, Matthew H. "Development of Flight-Test Performance Estimation Techniques for Small Unmanned Aerial Systems." The Ohio State University, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=osu1449142886.
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Hanel, Martin. "Robust integrated flight and aeroelastic control system design for a large transport aircraft /." Düsseldorf : VDI-Verl, 2001. http://www.gbv.de/dms/bs/toc/325899355.pdf.
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Campbell, Charles Brent 1969. "Advanced integrated general aviation primary flight display user interface design : development and assessment." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/8611.
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Thesis (M.Eng.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001.<br>Includes bibliographical references (p. 100-101).<br>This thesis describes work performed during a project in the Master of Engineering degree program in the Department of Aeronautics and Astronautics of the Massachusetts Institute of Technology. It was performed in close coordination with the Avidyne Corporation of Bedford, Massachusetts and involved design, development and assessment of the user interface for a primary flight display/horizontal situation indicator. The effort began with a Quality Function Deployment analysis of needs and requirements. Next the hardware interface was developed through two trade study iterations. Software interfaces were developed using various techniques including the Goals, Operators, Methods, Selection Rules (GOMS) Keystroke-Level Model. Two iterations of software interface development were conducted to accommodate evolving corporate business strategy. A human subject evaluation using a personal computer based simulation resulted in quantitative and qualitative results that indicate significant gains over a recent prototype. Improvements to the user interface were made in several areas including task execution time, accuracy and a subjective comparison of ease of use. Over the six common tasks, the mean task execution time for the baseline display was 37.6 seconds compared with 23.6 seconds and 22.2 seconds for two alternative user interfaces. In addition the accuracy of setting the standby NAV format task was significantly better in the new user interfaces. In a redundant paired comparison of the three interfaces based upon ease of use, the new interfaces were significantly better than the baseline. The application of the GOMS Keystroke-Level Model to primary flight display user interface design was validated through the human subject evaluation. Project outcomes support the Avidyne product development goal of fielding the first 'Highway-in-the-Sky' (HITS) flight display for general aviation applications.<br>by Charles Brent Campbell.<br>M.Eng.
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Slezak, Ken, and Viv Crouch. "An Integrated Approach to Real Time Flight Test as Seen from Down Under." International Foundation for Telemetering, 1992. http://hdl.handle.net/10150/611893.
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International Telemetering Conference Proceedings / October 26-29, 1992 / Town and Country Hotel and Convention Center, San Diego, California<br>The Aircraft Research and Development Unit (ARDU) is the flight test authority for the Royal Australian Air Force (RAAF). ARDU was born out of a requirement to handle the testing of developmental aircraft and weapons during Word War II. Its nucleus was established in 1941 and one of its first tasks was to evaluate the flying qualities and performance of captured Japanese aircraft. Today, ARDU provides "one-stop shopping" for flight testing all aircraft, weapons and systems in the RAAF and Australian Army Inventory. As directed by the RAAF, ARDU also performed flight testing on Royal Australian Navy aircraft, as well as novel and unique aircraft such as lighter-than-air and museum restored aircraft that are of historical importance.
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Yu, Alvin. "Multi-mode exercise device| A gravity independent integrated countermeasure for long term space flight." Thesis, California State University, Long Beach, 2013. http://pqdtopen.proquest.com/#viewpdf?dispub=1523076.
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<p> The purpose of this study was to examine the efficacy of a gravity independent multi-mode exercise device (M-MED) and to evaluate a resistance (RE) and aerobic (AE) exercise protocol. Thirty-two participants (16 females and 16 males) aged 22 ± 0.4 years completed 5 weeks of training: RE, 4 sets of7 repetitions of squats 2 days a week and AE consisting of four, 4 minute high-intensity interval rowing at ∼90% V˙O<sub>2</sub>max, 3 days per week. Three repetition maximum (3RM) leg press increased in both AE+RE and RE groups by +20% and ∼30% respectively. AE+RE V02max increased by 7.73 ± 1.99%. Cross sectional Area ofthe quadriceps femoris increased by 8.73 ± 3.94% in AE+RE and 16.5 ± 5.5% in RE. Isokinetic improvements were seen at all speeds in both groups. Aerobic capacity and strength gains indicate that the M-MED is effective in providing robust stimuli to musculoskeletal and cardiovascular systems.</p>
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Hintikka, M. (Mikko). "Integrated CMOS receiver techniques for sub-ns based pulsed time-of-flight laser rangefinding." Doctoral thesis, Oulun yliopisto, 2019. http://urn.fi/urn:isbn:9789526221625.
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Abstract The goal of this work was to develop a CMOS receiver for a time-of-flight (TOF) laser rangefinder utilizing sub-ns pulses produced by a laser diode operating in gain switching mode (~ 1 nJ transmitter energy). This thesis also discusses the optical detector components and their usability with sub-ns optical pulses in laser rangefinding and the effect of the laser driver electronics on the shape of the sub-ns laser output, and eventually on the timing walk error of the laser rangefinder. The thesis presents the design of an integrated receiver channel IC intended for use in the pulsed TOF rangefinder. This is realized in a low-cost and consumer electronics-friendly CMOS technology (0.18 μm) and is based on a linear receiver and leading edge time discrimination. The measured walk error of the receiver is ~ 500 ps (4.5 cm in distance) within a 1:21,000 dynamic range. The measured jitter of the leading edge, affecting the single-shot precision of the radar, was ~ 12 ps (1.6 mm in distance) at an SNR > 200. In addition, a pulsed TOF rangefinder using the receiver IC developed here was designed and used for demonstrating the possibility of measuring tiny vibrations in a distant non-cooperative target. The radar was used successfully to observe 10 Hz vibrations in a non-cooperative target with an amplitude of 1.5 mm (sub-mm precision after averaging) at a distance of ~ 2 m. One important result was the demonstration of a difference in walk error behaviour between MOSFET and avalanche BJT-based laser pulse transmitters. The practicability of an integrated CMOS AP detector in sub-ns laser rangefinding was also studied<br>Tiivistelmä Työn tavoitteena oli kehittää CMOS-vastaanotin valon kulkuaikamittaukseen perustuvaan laseretäisyysmittariin, joka hyödyntää ”gain-switching”-tekniikalla toimivan laserdiodin (~ 1 nJ energia) tuottamia alle nanosekuntiluokan laserpulsseja. Väitöskirja tutkii myös valovastaanotinkomponenttien käyttökelpoisuutta alle nanosekuntiluokan laserpulsseja hyödyntävässä laseretäisyysmittauksessa. Työssä tutkitaan myös laserdiodilähettimen elektroniikan vaikutusta alle nanosekuntiluokan laserpulssien muotoon ja lopulta niiden vaikutusta systemaattiseen ajoitusvirheeseen laseretäisyysmittauksessa. Väitöskirja esittelee suunnitellun valopulssin kulkuaikamittaukseen perustuvaan laseretäisyysmittariin soveltuvan integroidun vastaanotinkanavan IC-piirin. Se on toteutettu halvalla, kulutuselektroniikkaan soveltuvalla CMOS tekniikalla (0,18 μm) ja se perustuu lineaariseen vastaanottimeen ja nousevan reunan ilmaisuun. Vastaanottimen mitattu systemaattinen ajoitusvirhe on ~ 500 ps (4,5 cm matkassa) 1:21 000 signaalivoimakkuuden vaihtelualueella. Vastaanottimesta mitattu laseretäisyysmittarin kertamittaustarkkuuteen vaikuttava nousevan reunan satunnainen ajoitusepävarmuus oli ~ 12 ps (1.6 mm matkassa) signaalikohinasuhteella > 200. Lisäksi tässä työssä toteutettiin kehitettyä vastaanotin-IC piiriä hyödyntävä valopulssin kulkuaikamittaukseen perustuva etäisyysmittari, jolla kyettiin havainnollistamaan mahdollisuutta mitata pientä tärinää kaukaisessa passiivisessa kohteessa. Tutkalla onnistuttiin havainnoimaan 1,5 mm vaihteluväliltään olevaa 10 Hz tärinä ~ 2 m etäisyydellä olevasta kohteesta. Väitöskirjan yksi tärkeä tulos oli havainnollistaa systemaattisessa ajoitusvirheessä havaittava ero MOSFET-transistoriin ja vyöry-BJT-transistoriin perustuvan laserpulssilähettimen välillä. Integroidun CMOS AP vastaanotinkomponentin käyttökelpoisuus alle nanosekuntiluokan laseretäisyysmittauksessa tutkittiin myös
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Palojärvi, P. (Pasi). "Integrated electronic and optoelectronic circuits and devices for pulsed time-of-flight laser rangefinding." Doctoral thesis, University of Oulu, 2003. http://urn.fi/urn:isbn:9514269667.
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Abstract
The main focus of this work concerned with the development of integrated electronic and optoelectronic circuits and devices for pulsed time-of-flight laser rangefinding is on the construction of the receiver channel, system level integration aimed at realisation of the laser radar module and in integration of all the receiver functions of laser radar on one chip.
Since the timing discriminator is a very important part of a pulsed
time-of-flight laser rangefinder, two timing discrimination methods are presented and verified by means of circuit implementations, a leading edge discriminator and a high-pass timing discriminator. The walk error of the high-pass timing discriminator is ±4 mm in a dynamic range of 1:620 and the uncompensatable walk error of the leading edge discriminator is ±30 mm in a dynamic range of 1:4000. Additionally a new way of combining the timing discriminator with time interval measurement is presented which achieves a walk error of ±0.5 mm in a dynamic range of 1:21.
The usability of the receiver channel chip is verified by constructing three prototypes of pulsed TOF laser radar module. The laser
radar achieves mm-level accuracy in a measurement range from 4 m to 34 m with non-cooperative targets. This performance is similar to that of earlier realisations using discrete components or even better and has markedly reduced power consumption and size.
The integration level has been increased further by implementing a photodetector on the same chip as the rest of the receiver electronics. The responsivity of the photodetector is about 0.3 A/W at 850 nm wavelength and the noise of the receiver is reduced by a factor of about two relative to realisations using an external photodetector, because of the absence of parasitic capacitances and inductances caused by packages, PCB wiring, bond wires and ESD and I/O cell structures.
The functionality of a multi-channel pulsed TOF laser radar chip is demonstrated using the photodiode structure investigated here. The chip includes four photodetectors with receiver channels and a three-channel time-to-digital converter. The chip together with external optics and a laser pulse transmitter enables distances to be measured in three directions with a single optical pulse, thus showing the feasibility of implementing all the receiver functions of a pulsed time-of-flight imager on a single chip using a current semiconductor process.
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Ruotsalainen, T. (Tarmo). "Integrated receiver channel circuits and structures for a pulsed time-of-flight laser radar." Doctoral thesis, University of Oulu, 1999. http://urn.fi/urn:isbn:9514252160.
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Abstract
This thesis describes the development of integrated structures and circuit implementations for the receiver channel of portable pulsed time-of-flight laser rangefinders for industrial measurement applications where the measurement range is from ∼1 m to ∼100 m to noncooperative targets and the required measurement accuracy is from a few millimetres to a few centimetres. The receiver channel is used to convert the current pulse from a photodetector to a voltage pulse, amplify it, discriminate the timing point and produce an accurately timed logic-level pulse for a time-to-digital converter.
Since the length of the laser pulse, typically 5 ns, is large compared to the required accuracy, a specific point in the pulses has to be discriminated. The amplitude of the input pulses varies widely as a function of measurement range and the reflectivity of the target, typically from 1 to 100 ... 1000, so that the gain of the amplifier channel needs to be controlled and the discrimination scheme should be insensitive to the amplitude variation of the input signal. Furthermore, the amplifier channel should have low noise in order to minimize timing jitter.
Alternative circuit structures are discussed, the treatment concentrating on the preamplifier, gain control circuitry and timing discriminator, which are the key circuit blocks from the performance point of view. New circuit techniques and structures, such as a fully differential transimpedance preamplifier and a current mode gain control scheme, have been developed. Several circuit implementations for different applications are presented together with experimental results, one of them being a differential BiCMOS receiver channel with a bandwidth of 170 MHz, input referred noise of 6 pA/√Hz
and maximum transimpedance of 260 kW. It has an accuracy of about +/- 7 mm (average of 10000 measurements), taking into account walk error with an input signal range of 1:624 and jitter (3s).
The achievable performance level using integrated circuit technology is comparable or superior to that of the previously developed commercially available discrete component implementations, and the significantly reduced size and power consumption open up new application areas.
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Kurtti, S. (Sami). "Integrated receiver channel and timing discrimination circuits for a pulsed time-of-flight laser rangefinder." Doctoral thesis, Oulun yliopisto, 2013. http://urn.fi/urn:isbn:9789526200460.
Full textAbstract:
Abstract In this thesis integrated receiver channel techniques and circuit implementations for a pulsed time-of-flight (TOF) laser rangefinder are developed with the aim to achieve centimetre level accuracy within the dynamic range of > 1:10 000 of the input pulse amplitudes. The receiver channel converts the input current pulses produced by the photo detector to voltage pulses and produces a logic-level timing pulse for the time interval measurement. In addition to the minimization of noise, the main design challenge is the minimization of the timing walk error resulting from the varying amplitude of the received optical echo. In automotive perception laser radar application, which was the target application of this work, the input amplitude of the received echo varies in a range of 1:10 000 or even more due to changes in the measured distance and reflectivity and orientation of the target. Two receiver channel and timing discriminator architectures were developed and realized as integrated circuits in 0.35 μm BiCMOS technology, and finally verified by measurements. One of the receiver channels is based on the detection of the zero-crossing of the timing pulse produced with a unipolar-to-bipolar conversion at the input of the receiver. It achieved a timing walk error of ±8 mm in a dynamic range of 1:3000. Another receiver channel is based on the leading edge timing discrimination, in which the timing walk error is being compensated for in time domain by measuring the width of the timing pulse simultaneously with its leading edge time position. An important feature of this technique, suggested in this thesis, is that it is operative also beyond the linear range of the receiver channel, which is typically limited to < 1:100. The receiver channel with leading edge detection and pulse width compensation achieved a compensated walk error of ± 2–3 mm in a dynamic range of ~ 1:100 000. The bandwidth and input referred current noise of the channel were 230 MHz and <100 nArms, respectively. The single-shot timing precision was 120 ps (20 mm in distance) at the SNR of 10. The feasibility of the receiver electronics was verified by two laser radar prototypes. An accuracy of < ± 5 mm was measured in a measurement range from 1 to 55 m, which corresponds to the receiver dynamic range of > 1:10 000 taking into consideration the varying reflectivity of the target materials used<br>Tiivistelmä Väitöskirjatyössä on suunniteltu integroituja vastaanotintekniikoita ja –piirejä valopulssin kulkuaikamittaustekniikkaan perustuvaan laseretäisyysmittaukseen. Tavoitteena on ollut saavuttaa senttimetriluokan tarkkuus laajalla tulopulssin amplitudin dynaamisella alueella > 1:10 000. Vastaanotinkanava muuntaa valoilmaisimelta saadun tulovirtapulssin jännitepulssiksi ja muodostaa siitä logiikkatasoisen ajoituspulssin aikavälimittauspiirille. Kohinan minimoimisen lisäksi toinen suuri suunnitteluhaaste on minimoida ajoitusvirhe, jota syntyy vastaanotetun optisen tulosignaalin amplitudin vaihdellessa laajalla alueella. Työssä kehitettyjen vastaanotinkanavien yksi sovelluskohdetavoitteista on ollut autoteollisuudessa käytettävät etäisyysmittarit. Näissä tulosignaalin taso vaihtelee erittäin laajalla dynaamisella alueella, joka voi olla > 1:10 000, johtuen laajasta etäisyysmittausalueesta sekä kohteen heijastavuuden ja orientaation vaihteluista. Väitöskirjatyössä kehitettiin ja valmistettiin kaksi vastaanotin- ja ajoitusilmaisurakennetta. Piirit valmistettiin 0,35 μm BiCMOS- teknologialla, ja niiden toiminta varmistettiin mittauksilla. Ensimmäinen vastaanotinkanava-arkkitehtuuri perustuu kanavan tulossa tapahtuvaan unipolaari-bipolaari muutokseen ja sen jälkeiseen nollaylityskohdan ilmaisuun. Piirillä saavutettiin ±8 mm ajoitusvirhe 1:3000 dynaamisella alueella. Toinen vastaanotinkanava-arkkitehtuuri perustuu etureunanilmaisuun, jossa ajoitusvirhe korjataan aikatasossa mittaamalla samanaikaisesti ajoituspulssin paikka ja leveys. Ajoitusvirheenkorjausmenetelmän tärkeä ominaisuus on, että se toimii laajemmalla kuin vastaanottimen lineaarisella alueella (< 1:100). Etureunanilmaisuun ja pulssinleveyden korjaukseen perustuvalla vastaanotinkanavalla saavutettiin korjattu ajoitusvirhe ± 2–3 mm 1:100 000 dynaamisella alueella. Kanavan kaistanleveys oli 230 MHz ja tulon redusoitu virtakohina < 100 nArms. Signaalikohinasuhteella 10 laseretäisyysmittauksen kertamittaustarkkuudeksi mitattiin 120 ps (20 mm etäisyydessä). Väitöskirjatyön yhteydessä valmistettiin lisäksi kaksi prototyyppilasertutkaa, joilla varmistettiin vastaanotinelektroniikan toiminta laajalla > 1:10 000 dynaamisella tulopulssin amplitudin vaihtelualueella. Lasertutkan ajoitusvirheeksi mitattiin < ± 5 mm 1–55 m:n mittausalueella
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Alves, Daniel F. Jr. "AN INTEGRATED APPROACH TO ROBUST FLIGHT TERMINATION FOR SMALL MISSILE TEST AND TRAINING RANGE USE." International Foundation for Telemetering, 2000. http://hdl.handle.net/10150/606816.
Full textAbstract:
International Telemetering Conference Proceedings / October 23-26, 2000 / Town & Country Hotel and Conference Center, San Diego, California<br>This paper will investigate the areas that must be addressed to implement a truly integrated Range
instrumentation system on a GPS-based Range, using a patented L-Band commanding scheme.
Hardware issues will be highlighted as well the issues to be addressed in changing from an audio tone-frequency
modulated command system to a digital system incorporating encryption and spread
spectrum. Some thoughts addressing costs and schedule to incorporate this approach into the
architecture of Joint Advanced Missile Instrumentation (JAMI) program are also presented, as well as a
discussion of the benefits to be accrued over the existing system.
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Wortmann, Guido [Verfasser], Mirko [Akademischer Betreuer] [Gutachter] Hornung, and Florian [Gutachter] Holzapfel. "Investigating the Dynamic Response of Hybrid-Electric Propulsion Systems for Flight Control Application / Guido Wortmann ; Gutachter: Mirko Hornung, Florian Holzapfel ; Betreuer: Mirko Hornung." München : Universitätsbibliothek der TU München, 2016. http://d-nb.info/1120013763/34.
Full text
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Edlund, Per, and Nihel Mami. "Elektriskt Framdrivningssystem för Högpresterande Ultralätt Flygplan." Thesis, Mälardalens högskola, Akademin för innovation, design och teknik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-34817.
Full textAbstract:
Företaget BlackWing Sweden AB tillverkar ultralätta flygplan av kolfiberkomposit. Företaget vision är att tillverka ett flygplan som helt kan drivas av elektricitet med samma prestanda som flygplan drivet av fossila bränslen. För att kunna driva BlackWing flygplanet med hjälp av elektricitet behövs ett batteripaket, elektronikstyrning samt en elmotor. Därför har detta examensarbete ägnats åt att främst undersöka vilka elmotorer och battericeller som är mest lämpade för BlackWing flygplanet. Därefter togs resultatet fram genom beräkningar på battericeller och motorpaket med hjälp av insamlad information om motor-och batteriprestanda. För att få ett mer objektivt och systematiskt resultat här även en Pugh-matris används för att på ett enkelt sätt avgöra den mest lämpliga battericellen. Resultatet av detta arbete visade sig att i dagsläget är batteriet Envia, High Energi Pouch cell (ENV35011-CRC) och Siemens motor DYNADYN® 85 är mest lämpliga för BlackWing flygplanet.<br>BlackWing Sweden AB manufactures ultralight aircraft made from carbon fibre composite. The company's vision is to produce an aircraft that can be completely powered by electricity with the same performance as the aircraft powered by fossil fuels. To operate the BlackWing aircraft using electricity it will need a battery pack, electronic controls and an electric driveline. Therefore, this thesis has been devoted primarily to study which electric engine and battery cells that would be most suitable for the BlackWing aircraft. The result was produced by calculations of the battery cells and electric driveline by using collected information about driveline and battery performance. To get a more objective and systematic results, a Pugh matrix was used to easily determine the most suitable battery cell. The results of this work showed that in the current situation, the battery Envia High Energy Drone Cell Pouch (ENV35011-CRC) and Siemens engine DYNADYN® 85 are the most suitable for the BlackWing aircraft.
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Bonanos, Aristides Michael. "Scramjet Operability Range Studies of an Integrated Aerodynamic-Ramp-Injector/Plasma-Torch Igniter with Hydrogen and Hydrocarbon Fuels." Diss., Virginia Tech, 2005. http://hdl.handle.net/10919/28847.
Full textAbstract:
An integrated aerodynamic-ramp-injector/plasma-torch-igniter of original design was tested in a Mâ = 2, unvitiated, heated flow facility arranged as a diverging duct scramjet combustor. The facility operated at a total temperature of 1000 K and total pressure of 330 kPa. Hydrogen (H2), ethylene (C2H4) and methane (CH4) were used as fuels, and a wide range of global equivalence ratios were tested. The main data obtained were wall static pressure measurements, and the presence of combustion was determined based on the pressure rises obtained.
Supersonic and dual-mode combustion were achieved with hydrogen and ethylene fuel, whereas very limited heat release was obtained with the methane. Global operability limits were determined to be 0.07 < Ï < 0.31 for hydrogen, and 0.14 < Ï < 0.48 for ethylene. The hydrogen fuel data for the aeroramp/torch system was compared to data from a physical 10º unswept compression ramp injector and similar performance was found with the two arrangements. With hydrogen and ethylene as fuels and the aeroramp/plasma-torch system, the effect of varying the air total temperature was investigated. Supersonic combustion was achieved with temperatures as low as 530K and 680K for the two fuels, respectively. These temperatures are facility/operational limits, not combustion limits.
The pressure profiles were analyzed using the Ramjet Propulsion Analysis (RJPA) code. Results indicate that both supersonic and dual-mode ramjet combustion were achieved. Combustion efficiencies varied with Ï from a high of about 75% to a low of about 45% at the highest Ï . With a theoretical diffuser and nozzle assumed for the configuration and engine, thrust was computed for each fuel. Fuel specific impulse was on average 3000 and 1000 seconds for hydrogen and ethylene respectively, and air specific impulse varied from a low of about 9 sec to a high of about 24 sec (for both fuels) for the To = 1000K test condition.
The GASP RANS code was used to numerically simulate the injection and mixing process of the fuels. The results of this study were very useful in determining the suitability of the selected plasma torch locations. Further, this tool can be used to determine whether combustion is theoretically possible or not.<br>Ph. D.
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Sun, He S. M. Massachusetts Institute of Technology. "An integrated model of flight and passenger delay for policy analysis in the National Air Transportation System." Thesis, Massachusetts Institute of Technology, 2016. http://hdl.handle.net/1721.1/104329.
Full textAbstract:
Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2016.<br>Thesis: S.M., Massachusetts Institute of Technology, Department of Electrical Engineering and Computer Science, 2016.<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (page 99).<br>Demand for air travel has increased over the years and so have airport delays and congestion. Delays have a huge impact on airline costs and influence the satisfaction of passengers, thus becoming an important topic of research in the field of air transportation. In recent literature, a Passenger Delay Calculator (PDC) was proposed to estimate passenger delays. The PDC computes passenger delays for a specified day based on actual flight schedules, fight cancellation information, and ticket booking information. However, since actual fight schedules are a necessary input, the PDC cannot be applied directly to hypothetical scenarios, in which different cancellation strategies are implemented and their impact on passenger delays are evaluated. A different model. Airport Network Delays (AND), has also been developed recently. The AND model estimates fight delays and relies on an input in which demand consists of the national planned fight schedule for any given day. In this thesis, we have attempted to incorporate these two models, the AND and the PDC, within a single framework, so that the resulting new integrated model can compute passenger delays without requiring an actual flight-schedule input. The integrated model would certainly increase the usefulness and applicability of the PDC since it could be used with hypothetical scenarios, different flight cancellation strategies, etc. We first describe the framework of the integrated model for studying flight delays and passenger delays at a daily scale. The integrated model includes four components: a Tail Recovery Model, Flight Cancellation Algorithms, a Refined Airport Network Delay (RAND) model, and the PDC. The Tail Recovery Model recovers missing tail numbers for many flights recorded in the Aviation System Performance Metrics (ASPM) database. The Flight Cancellation Algorithms implement alternative strategies for flight cancellations in the presence of large delays, such as cancelling flights with long flight delays or flights with a large ratio of flight delay divided by the seating capacity of the aircraft. The RAND model is an extension of the AND, in which two implicit assumptions of the AND model have been modified. The RAND model produces better estimates of flight delays in the sense of replicating actual flight delays obtained from the ASPM database. The overall integrated model is able to compute passenger delays and relies only on planned flight schedules rather than actual flight schedules. Moreover, the integrated model facilitates the study of factors that influence flight delays, such as weather conditions and demand fluctuations, and evaluates the impact of different cancellation strategies on passenger delays. Using actual data from different days, we conclude that passenger delays can be reduced on the busiest traffic days through improved flight cancellation strategies. In the second part of the thesis, we extend the RAND model to compute flight delays on a monthly scale using different capacity profiles as input. These capacity profiles can be directly obtained from Federal Aviation Administration (FAA) reports or constructed by using classical machine learning algorithms on airport-level data. We validate our estimation of flight delays by using data of January, 2008, showing that both the capacity profiles and the RAND perform well in terms of replicating the actual monthly flight delays. These results imply that an effort can be made to develop an integrated model incorporating the RAND, the PDC etc. at a monthly scale or even at any generic time scale.<br>by He Sun.<br>S.M. in Transportation<br>S.M.
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Vu, Doug, and Albert Berdugo. "OVERVIEW OF AN INTEGRATED INSTRUMENTATION DATA SYSTEM USED BY THE F-35 LIGHTNING II FLIGHT TEST PROGRAM." International Foundation for Telemetering, 2007. http://hdl.handle.net/10150/604503.
Full textAbstract:
ITC/USA 2007 Conference Proceedings / The Forty-Third Annual International Telemetering Conference and Technical Exhibition / October 22-25, 2007 / Riviera Hotel & Convention Center, Las Vegas, Nevada<br>The Joint Strike Fighter program is the largest DOD contract ever awarded. There are three F-35 Lightning II variations, each intended to meet the specific needs of the Air Force, Navy, Marine Corps, and U.S. Allies. The Data System required for this flight test program challenged the conventional ways used in instrumenting test aircraft. Typical data systems available today don’t provide the level of hardware and software integration required for today’s complex applications. For example, cockpit control panels, recording systems, TM transmitters, data acquisition systems and avionic bus interface units are all independent systems. Additionally, avionic bus catalogs, ground-based systems, and flight setup software have historically been independent components. This paper will describe the hardware and software components used by the F-35 flight test program to provide an integrated system. A special emphasis will be given to the methods used to accommodate rapid changes to the IEEE-1394B avionic bus catalog including the acquisition of that data, and the use of an IRIG-106 Chapter 10 distributed multiplexer / recorder system, which is being used simultaneously as a data acquisition system.