Preliminary study and design of the avionics system for an eVTOL aircraft.

The project consists of the study, creation, implementation, and development of the avionics system of an electric Vertical Take-Off and Landing (eVTOL) airplane for an ongoing project from the company ONAEROSPACE. The plane is intended to be for 7 passengers and 1 pilot, with a maximum range of 1000+ km. The fuselage will be formed of carbon fiber composite to reduce weight and it will use electric motors powered by batteries. The avionics system will provide the aircraft with communication and navigation systems, an autonomous Take-Off (T/O) and landing system, as well as the development of cockpit management systems. This document is divided into two parts. The first part begins with the study of all the necessary tools for communication and navigation systems. That means all compulsory antennas and sensors to obtain information about the surroundings (weather, obstacles, other planes¿). The intern communication network to send data from these sensors and antennas to main flight management systems is also studied in this first part. The second part of the project is dedicated to cabin cockpit systems and the study for the future development of autonomous systems. The cabin will have a full-glass cockpit, with touchable screens and an intelligent voice assistant. It will be very ergonomic and simple, with a lot of space in the cabin. In order to have an idea of the cost of the implementation of all the systems for the aircraft, a weight and cost estimation analysis are done at the end of each section. The last part of the project consists of the study of the design of a virtual intelligent voice assistant and the implementation of autonomous systems. Nowadays, the virtual intelligent voice assistant is an artificial intelligence system that works as a pilot monitoring system which assists the pilot in order to decrease the pilot¿s workload. The future idea is that the pilot could tell commands to the voice assistant and do nothing with the hands, just control that everything works correctly. Regarding the autonomous system, the conclusion is that with the existent technology is not possible today. Nevertheless, in the future, when fully autonomous aircraft are possible, the idea is that although being fully autonomous, the pilot can take the control of the aircraft at any moment.OutgoingObjectius de Desenvolupament Sostenible::9 - Indústria, Innovació i InfraestructuraObjectius de Desenvolupament Sostenible::11 - Ciutats i Comunitats Sostenible

Modelado de sensores piezoresistivos y uso de una interfaz basada en guantes de datos para el control de impedancia de manipuladores robóticos

Tesis inédita de la Universidad Complutense de Madrid, Facultad de Ciencias Físicas, Departamento de Arquitectura de Computadores y Automática, leída el 21-02-2014Sección Deptal. de Arquitectura de Computadores y Automática (Físicas)Fac. de Ciencias FísicasTRUEunpu

A Summary of NASA Rotary Wing Research: Circa 20082018

The general public may not know that the first A in NASA stands for Aeronautics. If they do know, they will very likely be surprised that in addition to airplanes, the A includes research in helicopters, tiltrotors, and other vehicles adorned with rotors. There is, arguably, no subsonic air vehicle more difficult to accurately analyze than a vehicle with lift-producing rotors. No wonder that NASA has conducted rotary wing research since the days of the NACA and has partnered, since 1965, with the U.S. Army in order to overcome some of the most challenging obstacles to understanding the behavior of these vehicles. Since 2006, NASA rotary wing research has been performed under several different project names [Gorton et al., 2015]: Subsonic Rotary Wing (SRW) (20062012), Rotary Wing (RW) (20122014), and Revolutionary Vertical Lift Technology (RVLT) (2014present). In 2009, the SRW Project published a report that assessed the status of NASA rotorcraft research; in particular, the predictive capability of NASA rotorcraft tools was addressed for a number of technical disciplines. A brief history of NASA rotorcraft research through 2009 was also provided [Yamauchi and Young, 2009]. Gorton et al. [2015] describes the system studies during 20092011 that informed the SRW/RW/RVLT project investment prioritization and organization. The authors also provided the status of research in the RW Project in engines, drive systems, aeromechanics, and impact dynamics as related to structural dynamics of vertical lift vehicles. Since 2009, the focus of research has shifted from large civil VTOL transports, to environmentally clean aircraft, to electrified VTOL aircraft for the urban air mobility (UAM) market. The changing focus of rotorcraft research has been a reflection of the evolving strategic direction of the NASA Aeronautics Research Mission Directorate (ARMD). By 2014, the project had been renamed the Revolutionary Vertical Lift Technology Project. In response to the 2014 NASA Strategic Plan, ARMD developed six Strategic Thrusts. Strategic Thrust 3B was defined as the Ultra-Efficient Commercial VehiclesVertical Lift Aircraft. Hochstetler et al. [2017] uses Thrust 3B as an example for developing metrics usable by ARMD to measure the effectiveness of each of the Strategic Thrusts. The authors provide near-, mid-, and long-term outcomes for Thrust 3B with corresponding benefits and capabilities. The importance of VTOL research, especially with the rapidly expanding UAM market, eventually resulted in a new Strategic Thrust (to begin in 2020): Thrust 4Safe, Quiet, and Affordable Vertical Lift Air Vehicles. The underlying rotary wing analysis tools used by NASA are still applicable to traditional rotorcraft and have been expanded in capability to accommodate the growing number of VTOL configurations designed for UAM. The top-level goal of the RVLT Project remains unchanged since 2006: Develop and validate tools, technologies and concepts to overcome key barriers for vertical lift vehicles. In 2019, NASA rotary wing/VTOL research has never been more important for supporting new aircraft and advancements in technology. 2 A decade is a reasonable interval to pause and take stock of progress and accomplishments. In 10 years, digital technology has propelled progress in computational efficiency by orders of magnitude and expanded capabilities in measurement techniques. The purpose of this report is to provide a compilation of the NASA rotary wing research from ~2008 to ~2018. Brief summaries of publications from NASA, NASA-funded, and NASA-supported research are provided in 12 chapters: Acoustics, Aeromechanics, Computational Fluid Dynamics (External Flow), Experimental Methods, Flight Dynamics and Control, Drive Systems, Engines, Crashworthiness, Icing, Structures and Materials, Conceptual Design and System Analysis, and Mars Helicopter. We hope this report serves as a useful reference for future NASA vertical lift researchers

Aeronautical engineering: A continuing bibliography with indexes (supplement 247)

This bibliography lists 437 reports, articles, and other documents introduced into the NASA scientific and technical information system in December, 1989. Subject coverage includes: design, construction and testing of aircraft and aircraft engines; aircraft components, equipment and systems; ground support systems; and theoretical and applied aspects of aerodynamics and general fluid dynamics

INVESTIGATION OF DYNAMIC RESPONSES OF ON-ROTOR WIRELESS SENSORS FOR CONDITION MONITORING OF ROTATING MACHINES

The most common sensors that are used to monitor the condition of a machine health are wired accelerometers. The big advantages of using these types of accelerometers are their high performance and good stability. However, they have certain drawbacks as well. These accelerometers are large in size and require a cable for external power source. Hence a more reliable and cheaper alternatives of these conventional accelerometers are needed that can eliminate the drawbacks of the wired accelerometers. This thesis reports the application of wireless Micro-Electro-Mechanical System (MEMS) accelerometer for machinery condition monitoring. These sensors are so small that they can be easily mounted on the rotating machine parts and can acquire dynamic information very accurately. One critical problem in using an on-rotor accelerometer is to extract the true tangential acceleration from the MEMS outputs. In this research, the mathematical model of an on-rotor triaxial MEMS accelerometer output signals is studied, and methods to eliminate the gravitational effect projected on X-axis (tangential direction) are proposed. The true tangential acceleration that correlates to the instantaneous angular speed (IAS) is reconstructed by combining two orthogonal outputs from the sensor that also contain gravitational accelerations. To provide more accurate dynamic characteristics of the rotating machine and hence achieving high-performance monitoring, a tiny MEMS accelerometer (AX3 data logger) has been used to obtain the on-rotor acceleration data for monitoring a two-stage reciprocating compressor (RC) based on the reconstruction of instantaneous angular speed (IAS). The findings from the experiments show that the conditions of the RC can be monitored and different faults can be identified using only one on-rotor MEMS accelerometer installed on compressor’ flywheel. In addition, the data collection method is improved by considering the wireless data transmission technique which enables online condition monitoring of the compressor. Thus, a wireless MEMS accelerometer node is mounted on the RC to measure the on-rotor acceleration signals. The node allows the measured acceleration data to be streamed to a remote host computer via Bluetooth Low Energy (BLE) module. In addition, the device is miniaturised so that can be conveniently mounted on a rotating rotor and can be driven by a battery powered microcontroller. To benchmark the wireless sensor performance, an incremental optical encoder was installed on the compressor flywheel to acquire the instantaneous angular speed (IAS) signal. Furthermore, conventional accelerometer mounted on the machine’s housing provide lower accuracy in diagnosis the faults for planetary gearboxes because of the planet gears’ varying mesh excitation due to its carrier movement. In contrast, installation of the smaller AX3 MEMS accelerometers is done at diametrically opposite direction to the each other of the planetary gearbox’s low-speed input shaft, allowing measurement of the acceleration signals which are used for condition monitoring of the gearbox. The findings from the experiments demonstrate that when tangential acceleration is measured at the planetary gearbox’s low-speed input shaft, effective fault identification is possible, offering reliability and economy in monitoring the health of planetary gearboxes