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A strategy to construct a grid conforming to the boundaries of a prescribed domain by using transfinite interpolation methods is discussed. A transfinite interpolation procedure is combined with a B-spline tensor product scheme defined by using suitable control points. Their choice is performed by taking into account a quality measure parameter based on the condition number of matrices linked to the covariant metric tensors.

The effectiveness of unsteady zero-net-mass-flux jets for fuselage drag reduction was evaluated numerically on a generic rotorcraft fuselage in forward flight with a rotor. Previous efforts have shown significant fuselage drag reduction using flow control for an isolated fuselage by experiment and numerical simulation. This work will evaluate a flow control strategy, that was originally developed on an isolated fuselage, in a more relevant environment that includes the effects of a rotor. Evaluation of different slot heights and jet velocity ratios were performed. Direct comparisons between an isolated fuselage and rotor/fuselage simulations were made showing similar flow control performance at a -3deg fuselage angle-of-attack condition. However, this was not the case for a -5deg angle-of-attack condition where the performance between the isolated fuselage and rotor/fuselage were different. The fuselage flow control resulted in a 17% drag reduction for a peak C(sub mu) of 0.0069 in a forward flight simulation where mu = 0:35 and CT/sigma = 0:08. The CFD flow control results also predicted a favorable 22% reduction of the fuselage download at this same condition, which can have beneficial compounding effects on the overall performance of the vehicle. This numerical investigation was performed in order to provide guidance for a future 1/3 scale wind tunnel experiment to be performed at the NASA 14-by 22-Foot Subsonic Tunnel.

Numerical Control Machine Data Manual provides programmers with specific information for various types and sizes of numerical control machine tools and auxiliary equipment.

The complexity of International Space Station (ISS) systems modeling often necessitates the concurrence of various dissimilar, parallel analysis techniques to validate modeling. This was the case with a feasibility and performance study of the ISS Node 3 Regenerative Heat Exchanger (RHX). A thermo-hydraulic network model was created and analyzed in SINDA/FLUINT. A less complex, closed form solution of the system dynamics was created using Excel. The purpose of this paper is to provide a brief description of the modeling processes utilized, the results and benefits of each to the ISS Node 3 RHX study.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

A PDE-based feedback control method for thin cylindrical shells with surface-mounted piezoceramic actuators is presented. Donnell-Mushtari equations modified to incorporate both passive and active piezoceramic patch contributions are used to model the system dynamics. The well-posedness of this model and the associated LQR problem with an unbounded input operator are established through analytic semigroup theory. The model is discretized using a Galerkin expansion with basis functions constructed from Fourier polynomials tensored with cubic splines, and convergence criteria for the associated approximate LQR problem are established. The effectiveness of the method for attenuating the coupled longitudinal, circumferential and transverse shell displacements is illustrated through a set of numerical examples.

A PDE-based feedback control method for thin cylindrical shells with surface-mounted piezoceramic actuators is presented. Donnell-Mushtari equations modified to incorporate both passive and active piezoceramic patch contributions are used to model the system dynamics. The well-posedness of this model and the associated LQR problem with an unbounded input operator are established through analytic semigroup theory. The model is discretized using a Galerkin expansion with basis functions constructed from Fourier polynomials tensored with cubic splines, and convergence criteria for the associated approximate LQR problem are established. The effectiveness of the method for attenuating the coupled longitudinal, circumferential and transverse shell displacements is illustrated through a set of numerical examples.

A PDE-based feedback control method for thin cylindrical shells with surface-mounted piezoceramic actuators is presented. Donnell-Mushtari equations modified to incorporate both passive and active piezoceramic patch contributions are used to model the system dynamics. The well-posedness of this model and the associated LQR problem with an unbounded input operator are established through analytic semigroup theory. The model is discretized using a Galerkin expansion with basis functions constructed from Fourier polynomials tensored with cubic splines, and convergence criteria for the associated approximate LQR problem are established. The effectiveness of the method for attenuating the coupled longitudinal, circumferential and transverse shell displacements is illustrated through a set of numerical examples.

From the bitsavers.org collectio n, a scanned-in computer-related document. components :: motorola :: appNotes :: AN-0541 Medium Scale Integration In The Numerical Control Field

User Manual for Amazon product: https://www.droking.com/USB-Voltage-Regulator-DC3.5V-12V-to-1.0-24V-3A-Volt-Current-Power-Capacity-Time-Temperature-Buck-Boost-Converter As of the captured date 2023-05-15

This research was motivated by a growing consensus that design specifications for projected controlled flexible aerospace structures, which are becoming larger and more flexible while performance requirements are becoming more stringent, can only be satisfied through an integrated design approach in which one determines simultaneously both structural and control system parameters. The work dealt with nonsmooth optimization techniques for the integrated design of flexible structures and their control systems. Nonsmooth optimization is an ideal tool for integrated design because it allows dynamic constraints and imposes no distinction between control system and structural variables. Major accomplishment include the development and testing of an optimal control algorithm which can be used to solve both free and fixed time optimal control problems, such as the problem of moving a flexible structure, modeled by a partial differential equation, from an in initial to a final position in minimum time, while guaranteeing upper bounds on the controls and deformations of the structure over the entire maneuver; and laying the ground-work for the frequency domain design of finite dimensional feedback controllers for flexible structures, without resorting to modal truncation and suffering the resulting spillover effects.

The focus of this project is about numerical solutions of optimal control problems using the analysis of variance (ANOVA) analysis. The impact of random parameter dependent boundary conditions on the solutions of a class of nonlinear partial differential equations (PDEs) is considered. Because the boundary conditions are random field, the PDE becomes stochastic PDE. The concepts of effective dimensions are used to determine the accuracy of the ANOVA expansions. Demonstrations are given to show that whenever truncated ANOVA expansions of functionals provide accurate approximations, optimizers found through a simple surrogate optimization strategy are also relatively accurate.

In light of the fact that three separate GAO reports indicated that activities within DOD must do more to realize the full benefits of NC/CAM, the Study Group engaged in a one-year comprehensive effort to investigate, standardize, resolve, and define the many associated elements with a clear set of parameters for DESCOM activities.

Parts definition language used to describe ships parts for N/C fabrication can also be used to assist the designer/draftsman in producing ship's plans. Expanded coding techniques developed by General Dynamics allow the efficient application of the AUTOKON Parts Program to provide the interface between the drafting function and the numerically controlled flat - bed plotter.

Parts definition language used to describe ships parts for N/C fabrication can also be used to assist the designer/draftsman in producing ship's plans. Expanded coding techniques developed by General Dynamics allow the efficient application of the AUTOKON Parts Program to provide the interface between the drafting function and the numerically controlled flat - bed plotter.

Parts definition language used to describe ships parts for N/C fabrication can also be used to assist the designer/draftsman in producing ship's plans. Expanded coding techniques developed by General Dynamics allow the efficient application of the AUTOKON Parts Program to provide the interface between the drafting function and the numerically controlled flat - bed plotter.

This paper presents two numerical methods for solving the nonlinear constrained optimal control problems including quadratic performance index. The methods are based upon linear B-spline functions. The properties of B-spline functions are presented. Two operational matrices of integration are introduced for related procedures. These matrices are then utilized to reduce the solution of the nonlinear constrained optimal control to a nonlinear programming one to which existing well-developed algorithms may be applied. Illustrative examples are included to demonstrate the validity and applicability of the presented techniques.

Results on the numerical and analytic solution of implicit systems of differential equations and their application to circuit and control problems were developed. In particular, the first general algorithm for the linear time varying case was developed along with an analysis of how to apply it to certain control problems. New structure theorems provide insight on the convergence of backward formulas and guidelines for their use.

Results on the numerical and analytic solution of implicit systems of differential equations and their application to circuit and control problems were developed. In particular, the first general algorithm for the linear time varying case was developed along with an analysis of how to apply it to certain control problems. New structure theorems provide insight on the convergence of backward formulas and guidelines for their use.

Voice programming for numerical control - tti, Threshold Technology, Inc. 1975

5 AXIS NUMERICAL CONTROL MACHINE CUTTING GROOVES IN LARGE NOZZLE - SKIRT SECTION - SOUTH 40 ALTITUDE TEST STAND C

5 AXIS NUMERICAL CONTROL MACHINE CUTTING GROOVES IN LARGE NOZZLE - SKIRT SECTION - SOUTH 40 ALTITUDE TEST STAND C

This study is concerned with an optimal control policy for the problem of minimizing control energy and the terminal missed distance from a target at touchdown of a gliding parachute system. The bank angle of the parachute is considered as a control variable. Under the condition of a uniform wind, a systematic search on the horizontal normalized plane is completed. A certain region is computed and specified within which a feasible control solution has been found using a specific numerical scheme. The numerical method is based on a second order differential dynamic programming algorithm due to K. Martensson.

Numerical Simulations and Analyses of Temperature Control Loop Heat Pipe for Space CCD Camera 作者： Meng, Q. L., 1 Yang, T. 1 Li, C. L. 1 作者单位： 1. Beijing Inst Space Mech Elect, Beijing 100094, Peoples R China. 提交时间： 2017-11-02 摘要: This paper deals with the output improvement of heating and cooling cycle by using the work-fluid including phase change material. The experimental study is carried out by heat exchange between work-fluid and heat transfer surface. The work-fluid is flown to a high temperature or a low temperature heat transfer surface from the narrow path. In order to increase the amount of the heat transmission, a trace of Diethylether (boiling point 34.8 degrees C), as a phase change material (PCM), is added to the work-fluid. The parameters of the experiment are additive amount of PCM, the rotational speed of the displacer piston and the temperature of heat transfer surface. It is clarified that the increasing of engine cycle output is brought by the PCM addition. The effect of PCM addition is evaluated by output ratio which is defined from the experimental cycle output data. The requirements for acquiring the increasing effect of output by adding PCM are clarified. Loop heat pipe Temperature control Numerical simulation and analyses Heat and mass transfer Space CCD camera capillary pumped loop Thermodynamics 分类： 物理学 >> 普通物理:统计和量子力学,量子信息等 引用： ChinaXiv:201711.00036 (或此版本 ChinaXiv:201711.00036V1 ) doi:10.12074/201711.00036 CSTR:32003.36.ChinaXiv.201711.00036.V1 推荐引用方式： Meng, Q. L., ,Yang, T. ,Li, C. L..(2017).Numerical Simulations and Analyses of Temperature Control Loop Heat Pipe for Space CCD Camera.热科学学报.[ChinaXiv:201711.00036] 版本历史 [V1] 2017-11-02 14:52:11 ChinaXiv:201711.00036V1 下载全文

Control system design for general nonlinear flight dynamic models is considered through numerical simulation. The design is accomplished through a numerical optimizer coupled with analysis of flight dynamic equations. The general flight dynamic equations are numerically integrated and dynamic characteristics are then identified from the dynamic response. The design variables are determined iteratively by the optimizer to optimize a prescribed objective function which is related to desired dynamic characteristics. Generality of the method allows nonlinear effects to aerodynamics and dynamic coupling to be considered in the design process. To demonstrate the method, nonlinear simulation models for an F-5A and an F-16 configurations are used to design dampers to satisfy specifications on flying qualities and control systems to prevent departure. The results indicate that the present method is simple in formulation and effective in satisfying the design objectives.

Results on the numerical and analytic solution of implicit systems of differential equations and their application to circuit and control problems were developed. In particular, the first general algorithm for the linear time varying case was developed along with an analysis of how to apply it to certain control problems. New structure theorems provide insight on the convergence of backward differentiation formulas and guidelines for their use. (Author)

The primary objective of this research has been to develop algorithms for large scale computational problems arising in control, filtering, and system theory. Much work has concentrated on matrix Riccati equations which are absolutely fundamental, but a range of other topics in control design have also been attacked.

CNC technology has not only brought innovation to the traditional manufacturing industry, but also promoted the rapid development of high-technology industry. The core of computer numerical control technology is the CNC system. The high-end CNC system is very expensive, and the low-end market capacity is very big; therefore, an embedded highly cost-effective low-end embedded CNC system is designed to develop. This paper introduces the characteristics of STM32F407 controller. It proposes a new embedded CNC system based on this processor. It analyses hardware architecture, software design method and achieved function of this CNC system. The system has conducted experiments testing and engineering applications, and the results showed that the achieved function is complete correct, the speed and accuracy has met the requirements, high efficiency has achieved. And it has a much lower cost, therefore it got a certain application in practice and actual production.

Research concentrated on designing and implementing a microprocessor based concurrent computing environment consisting of a number of Intel microprocessors with IEEE floating point arithmetic implemented in hardware. The major focus of our work was the design of a concurrent tasker in software to locate code can data, monitor computation and communication and report results to the user. The construction of viable numerical algebra modules in an IEEE floating point arithmetic was and continues to be part of the research. (Author)

The accurate characterization of ship motions in different seaways is a basic requirement in the design of an effective ship motion control system. Traditionally, ship motion characteristics are obtained either by conducting model tests or by using numerical simulation based on simplified theories. However, model tests are typically expensive and time-consuming, and simplified theories may not be suitable for advanced hull forms such as wave piercers or multi-hulls and for ships operating at high speeds. More advanced numerical simulation tools are needed. In this paper, an advanced numerical simulation method is described that incorporates nonlinear, time-domain wave-body hydrodynamics and control system models for the design and assessment of motion control systems. Sample results using these control systems are shown to demonstrate the efficacy of these systems.

The objective and purpose of the investigation was: (1) To establish and coordinate methods and improvements generated by the development of numerically controlled machine tools; and to (2) conduct feasibility studies on additional numerically controlled applications.

Discrete/Continuous (D/C) control theory is a new generalized theory of discrete-time control that expands the concept of conventional (exact) discrete-time control to create a framework for design and implementation of discretetime control systems that include a continuous-time command function generator so that actuator commands need not be constant between control decisions, but can be more generally defined and implemented as functions that vary with time across sample period. Because the plant/control system construct contains two linear subsystems arranged in tandem, a novel dual-kernel counter-flow convolution integral appears in the formulation. As part of the D/C system design and implementation process, numerical evaluation of that integral over the sample period is required. Three fundamentally different evaluation methods and associated algorithms are derived for the constant-coefficient case. Numerical results are matched against three available examples that have closed-form solutions.

Discrete/Continuous (D/C) control theory is a new generalized theory of discrete-time control that expands the concept of conventional (exact) discrete-time control to create a framework for design and implementation of discretetime control systems that include a continuous-time command function generator so that actuator commands need not be constant between control decisions, but can be more generally defined and implemented as functions that vary with time across sample period. Because the plant/control system construct contains two linear subsystems arranged in tandem, a novel dual-kernel counter-flow convolution integral appears in the formulation. As part of the D/C system design and implementation process, numerical evaluation of that integral over the sample period is required. Three fundamentally different evaluation methods and associated algorithms are derived for the constant-coefficient case. Numerical results are matched against three available examples that have closed-form solutions.

xi, 265 p. 24 cm