Added methodology from FAA pub.

18 files changed, 282 insertions, 1015 deletions

diff --git a/conclusion.tex b/conclusion.tex
index 4b981fb..92c44b1 100644
--- a/conclusion.tex
+++ b/conclusion.tex
@@ -4,4 +4,49 @@
 \vspace*{-16pt}% Insert needed vertical retraction
 \chapter[CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK]{CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK}
 \endgroup
-
+\section{Configuration One}
+The experimental characterization of the
+electromechanical performance of the partial-hybrid turbo-electric
+aircraft ground test vehicle was accomplished. The peak power
+generated was about 4-kW, which was used to power the right-wing
+motor along with 13-kW of power from the battery. The total engine
+output was around 150-kW. The electrical power generated was
+significantly more than the 0.72-kW generated by the original
+engine alternator. Based on the performance metrics of the engine,
+the maximum power output and the speed of the turboprop were kept
+well within the nominal range.\\
+The interdependent time response of the combined machine was
+interesting. The turbine engine was operating at 150-kW of shaft
+power whenever the generator was fully engaged at 4-kW. The
+battery met the required load, but the turboprop was slowed down by
+the generator and took almost 5-s to return to the nominal RPM
+value. The slow response of the turbine to such a minor adjustment in
+power was unexpected. The power split between the generator and
+the battery during the transition from low to medium throttle was
+also of particular interest. The current flow from the generator
+changed only slightly with the difference being made up by the
+battery. The reason for the slight change was an impact on
+the rotational speed of the generator and its effect on output voltage.
+The slowdown from the near-constant turboprop shaft speed led to a
+3-V decrease in the output of the generator. Because the output
+voltage of the generator was so close to the battery voltage, this
+decrease in voltage significantly impacted the current output and
+prevented it from meeting the electrical system demand. Once the
+turboprop rotational speed returned to normal, the generator was
+able to produce more current.\\
+Additionally, a failure mode caused by a short in the left ESC was
+identified. The bus voltage dropped considerably from 106-V to
+somewhere near 40-V. The current output of the ESC reached at
+least 550-A and drew a minimum of 46-kW of power from the
+battery. The power system was able to temporarily accommodate the
+failure, but it highlighted that the power system needed to be able to
+accommodate a power failure that pulled all available electrical
+power in the system.\\
+Finally, a qualitative analysis of the acoustic signature of the
+aircraft testbed showed there was little difference between the
+OASPL of the aircraft with and without the electric propeller
+operating. This demonstrates that the dominant noise source is likely
+the turboprop engine or acoustic interactions related to the turboprop
+engine. A cowling with acoustic dampening material could
+potentially change this outcome, especially since the engine in this
+configuration is not enclosed.
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diff --git a/dissertation_main.bbl b/dissertation_main.bbl
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-
-\bibitem{tp100technical}
-PBS Aerospace, \emph{Basic technical information turboprop engine tp100}, April 2015.
-
-\bibitem{doi:10.2514/6.2018-4984}
-Cheryl~L. Bowman, Ty~V. Marien, and James~L. Felder, \emph{Turbo- and hybrid-electrified aircraft propulsion for commercial transport}, 2018.
-
-\bibitem{TurboelectricAS}
-Johnathan Burgess, Timothy Runnels, Joshua Johnsen, Joshua Drake, and Kurt Rouser, \emph{Experimental comparison of direct and active throttle control of a 7 kw turboelectric power system for unmanned aircraft}, Applied Sciences \textbf{11} (2021), no.~22.
-
-\bibitem{faa_engines}
-FAA, \emph{Aircraft engines}, Federal Aviation Administration, 2024.
-
-\bibitem{nasa_prop_overview}
-Ralph Jansen, \emph{Overview of nasa electrified aircraft propulsion activities}, NASA Glenn Research Center, 2017.
-
-\bibitem{CessnaASME}
-Joshua Johnsen, Joshua Melvin, Joshua Drake, Muwanika Jdiobe, and Kurt Rouser, \emph{Experimental evaluation of an electric powertrain designed for a 180-kw turboelectric aircraft ground test rig}, Journal of Engineering for Gas Turbines and Power \textbf{146} (2024).
-
-\bibitem{EoPGTR2}
-Jack Mattingly and Hans von Obain, \emph{Elements of propulsion: Gas turbines and rockets 2nd edition}, AIAA, 2016.
-
-\bibitem{MelvinThesis}
-Joshua Melvin, \emph{Integration and evaluation of a 180-kw turboprop engine with a turboelectric ground test rig}, Master's thesis, OKLAHOMA STATE UNIVERSITY, May 2021.
-
-\bibitem{nasa_turbojet}
-NASA, \emph{Turbojet engine}, NASA Glenn Research Center, 2017.
-
-\bibitem{hybrid_trends}
-Manuel Rendón, Carlos Sánchez, Josselyn Gallo~Muñoz, and Alexandre Anzai, \emph{Aircraft hybrid-electric propulsion: Development trends, challenges and opportunities (https://rdcu.be/cmg4u)}, Sba Controle \& Automação Sociedade Brasileira de Automatica (2021).
-
-\end{thebibliography}
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diff --git a/dissertation_main.lot b/dissertation_main.lot
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diff --git a/dissertation_main.pdf b/dissertation_main.pdf
index 57e1bd1..49b03c1 100644
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diff --git a/dissertation_main.synctex.gz b/dissertation_main.synctex.gz
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diff --git a/dissertation_main.toc b/dissertation_main.toc
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--- a/dissertation_main.toc
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@@ -1,22 +0,0 @@
-\renewcommand {\cftchapleader } {\cftdotfill {4.5}}
-\contentsline {chapter}{\numberline {I}INTRODUCTION}{1}{}%
-\contentsline {chapter}{\numberline {II}BACKGROUND}{2}{}%
-\contentsline {section}{\numberline {2.1}Turbine Engines}{2}{}%
-\contentsline {section}{\numberline {2.2}Generator Theory}{6}{}%
-\contentsline {section}{\numberline {2.3}Battery Theory}{6}{}%
-\contentsline {section}{\numberline {2.4}Turboelectric Theory}{6}{}%
-\contentsline {section}{\numberline {2.5}Previous Work}{7}{}%
-\contentsline {chapter}{\numberline {III}METHODOLOGY}{8}{}%
-\contentsline {section}{\numberline {3.1}General Aircraft System}{8}{}%
-\contentsline {section}{\numberline {3.2}Configuration One}{8}{}%
-\contentsline {subsection}{\numberline {3.2.1}Data Acquisition}{8}{}%
-\contentsline {subsection}{\numberline {3.2.2}Experimental Procedure}{8}{}%
-\contentsline {section}{\numberline {3.3}Configuration Two}{8}{}%
-\contentsline {subsection}{\numberline {3.3.1}Data Acquisition}{8}{}%
-\contentsline {subsection}{\numberline {3.3.2}Experimental Procedure}{8}{}%
-\contentsline {chapter}{\numberline {IV}RESULTS}{9}{}%
-\contentsline {section}{\numberline {4.1}Configuration One}{9}{}%
-\contentsline {section}{\numberline {4.2}Configuration Two}{9}{}%
-\contentsline {chapter}{\numberline {V}CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK}{10}{}%
-\contentsline {chapter}{REFERENCES}{11}{}%
-\contentsline {chapter}{APPENDICES}{13}{}%
diff --git a/img/test1electric.png b/img/test1electric.png
new file mode 100644
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--- /dev/null
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diff --git a/img/test1power.png b/img/test1power.png
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diff --git a/img/test1prop.png b/img/test1prop.png
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--- /dev/null
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diff --git a/methodology.tex b/methodology.tex
index b6c8231..a55ff00 100644
--- a/methodology.tex
+++ b/methodology.tex
@@ -8,7 +8,117 @@
 \section{General Aircraft System}
 \section{Configuration One}
   \subsection{Data Acquisition}
+  The turboprop engine control unit
+(ECU) connects to a laptop-based program. This program outputs
+various metrics of the engine and can be used to record data visually.
+Unfortunately, the controller area network bus protocol used by the
+engine is proprietary and the manufacturer did not provide software
+to record data directly. Thus, all engine data was recorded from
+video capture of real-time graphical read-out, and figures were
+created during postprocessing.
+The main data acquisition system consists of three Arduino
+Megas. Two of the microcontrollers were utilized to record most of
+the sensor inputs. The third Arduino only measures voltage and was
+located inside the aircraft with the pilot. The two main boards utilize
+the printed circuit boards detailed in Fig. 9. The board was designed
+to accommodate the numerous sensors present on the aircraft,
+though this paper will focus on the power data because most of the
+recorded data was thermistor data and not particularly interesting.
+All the specifics of the relevant DAQ components are listed in
+Table 2.
+The locations of the hall effect current sensors can be seen in the
+main electrical system diagram shown in Fig. 5. The aircraft testbed
+consists of 2 LEM DHAB S-133 current sensors that can read up to
+750-A and are accurate to within 2% of the actual value. They are
+located after the generator and before the crowbar circuit. A third
+DHAB S-124 current sensor was also used before the battery, and it
+can read up to 500-A accurately. This sensor is slightly more
+accurate than the S-133 because it has a smaller current rating. The
+amount of power expended from the battery was not expected to
+exceed 300-A. These three sensors allow for current in the system to
+be fully accounted for and monitored. The current sensors are
+bidirectional and so can determine the direction electrical current is
+flowing. All power production (battery and generator) and power
+utilization (battery, wings, and crowbar) can be accurately measured
+in real-time.
+A voltage divider was utilized to reduce the 120-V to a 5-V range.
+This scaled range was then read by the analog port on an Arduino.
+For the voltage sensor, a separate dedicated Arduino was used to
+allow for an increased response rate and ease of electrical isolation.
   \subsection{Experimental Procedure}
+  Before hybrid-power testing
+commenced, the system went through a series of preliminary tests to
+reduce the technical risk of a full hybrid-power system test. These
+tests were important for informing the test matrix design. First, the
+turboprop engine was tested to ensure the engine was operating
+nominally, before adding the generator [18]. Next, a check run was
+performed using only the batteries, ensuring the power system and
+electric motors worked properly. The test confirmed that the data
+acquisition system and electric motors worked correctly. Before full
+system testing commenced, the generator was plugged into the
+power system and the engine was slowly brought up to speed to find
+the point where the generator voltage exceeded the battery voltage.
+During this testing, it was discovered that the generator had a k V of
+27 instead of the expected value of 23.
+The test procedure for the ground test rig consists of first charging
+and balancing the batteries. The batteries are then installed into the
+aircraft, with one battery connector left disconnected until just prior
+to the test. The aircraft strut is filled with air, the engine oil level is
+checked, and the brakes are checked. The aircraft is rolled out of its
+hanger and brought to an open field. The aircraft is then secured with
+a chain to the ground. The precharge circuit is then activated, and
+batteries are plugged into the main bus. The precharge circuit is then
+disabled. Two people then get into the aircraft, a pilot and a data
+recorder with a laptop. A third person records a video with a fire
+extinguisher on standby. The data recorder confirms that all sensors
+are working. Then the engine is started and brought to idle. Once the
+engine has reached operating temperature and is ready, the pilot
+designates the beginning of testing and brings up the throttle to the
+test point. The data recorder then brings up the electric motors to
+the respective test points. Finally, after the data have been recorded,
+the engine is brought down to idle and then turned off. The engine is
+cooled, the main power battery is disconnected, and the data are
+exported to the laptop hard drive.
+The test matrix was designed to accommodate the 27-k V value
+generator. If the voltage of the battery is higher than the output
+voltage of the generator, then no power is generated and the
+generator spins freely. This amounts to an all-electric configuration
+in practice if the generator is outputting below the battery voltage.
+The output voltage of the generator is around 111.1-V at the
+maximum power turbine shaft speed. The minimum battery voltage
+that was deemed safe is around 20% of the useful capacity.
+This meant that the cell voltage of the batteries was brought down
+to 3.81-V per cell. This brought the 28S battery to a total of 106.7-V,
+which meant that the generator would only be operating slightly
+above the battery voltage. The maximum voltage of the battery at
+4.2-V per cell is 117.6-V. This has practical advantages as it makes it
+difficult to overcharge the battery if the generator’s output voltage is
+less than the total maximum voltage of the battery. The net effect of
+the 27-k V generator was that the generator voltage would only
+exceed the battery voltage at full throttle. This meant that the full
+engine throttle test point was the only engine test point of interest.
+The maximum charging current of the battery specified by the
+manufacturer is 85-A and should not be exceeded. Based on this
+value and the known resistance values of the batteries, Eq. (2) was
+used to determine that a voltage difference of 7-V between the
+battery and generator would be needed to exceed the maximum
+current rating. However, the largest value that the generator could
+output was 111.1-V and the minimum battery voltage was 106.7,
+which lead to a maximum difference of 4.3-V, which is well below
+7-V. In practice, because the maximum RPM is not normally
+achieved under normal operation and there is a voltage drop across
+the rectifier the full 111.1-V, generator output will not be achieved.
+The test matrix in Table 3 was designed to operate at the full
+turboprop throttle position. The test procedure was developed to
+capture steady and transient data. The engine would be brought up to
+idle and then brought to full throttle. The low ESC throttle value was
+intended to be around 30-A per motor based on previous electric
+tests, with a medium value of around 80-A, and a high value intended
+to be around 150-A per motor. Both electric motors are brought up to
+a low value and then held for 5-s, before moving to the next value and
+holding it for 5-s as well. The result provided data at different
+relatively steady conditions, as well as the transient reaction of the
+electromechanical system to changes in the electrical load.
 \section{Configuration Two}
   \subsection{Data Acquisition}
-  \subsection{Experimental Procedure}
\ No newline at end of file
+  \subsection{Experimental Procedure}
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diff --git a/results.tex b/results.tex
index 9944c1e..4e36c06 100644
--- a/results.tex
+++ b/results.tex
@@ -7,4 +7,128 @@
 
 
 \section{Configuration One}
-\section{Configuration Two}
\ No newline at end of file
+\subsection{Turboprop Engine Data}
+Figure 11 shows the power
+turbine shaft torque output and rotational speed throughout the test
+run. The impact of the power generator can be seen in the mechanical
+system data. The turboprop was taken to full throttle and left there
+for the duration of the electrical system testing. The turboprop
+maintains a specific shaft speed at each throttle setting and so should
+not change throughout the run. The decrease in RPM around the 355-s
+mark was caused by the load of the generator slowing it down. After
+5-s, the engine control unit brought the turboprop back to the intended
+speed. However, it can be seen that the engine was now producing
+more torque at that same RPM, and thus more power.
+The turboprop is rated for a peak shaft speed of 2158-RPM, which
+was used in the design of the generator system. The peak value
+measured during testing was 2136-RPM. So, the generator was
+spinning at 2990-RPM and the design speed for the generator is
+3000-RPM, so it was operating nominally. The peak power
+produced by the turboprop was about 150-kW. The nominal max
+continuous output of the engine is 160-kW, but the engine can
+temporarily boost to 180-kW for takeoff. This means that
+throughout testing, the maximum power rating of the engine was
+never exceeded. The engine performed well, and no otherwise
+unexpected phenomenon happened to the engine throughout testing.
+\begin{figure}[h]
+	\centering
+	\includegraphics[width=\textwidth]{img/test1prop.png}
+	\caption{\label{test1prop}Turboprop Shaft Torque and Speed}
+\end{figure}
+\subsection{Electrical System Performance}
+Figure 12 shows the
+voltage of the central bus and the current flow from the generator and
+battery. The ESC throttle positions are labeled in the figure. The
+voltage data contain some noise caused by the electrical output of
+the generator. The cause of the noise being something else, such as
+the vibration of the instrumentation, is unlikely because it only
+appears when the generator hits the designed speed and exceeds the
+voltage of the battery. The Arduino and probes that measure the
+main bus voltage are also not located on the engine, further
+increasing the notion that the noise is caused by the generator
+creating a noisy DC signal.\\
+Figure 13 shows the total electrical and mechanical power during
+the same period as Fig. 12, allowing for direct comparison. The
+trends for the voltage data are quite clear. The battery begins at
+106.5-V and ends at 105.9-V. Under peak load at around 365-s, the
+minimum operating voltage of 100-V is achieved. From left to right,
+the changes in ESC throttle position can be seen. Starting from the
+left the battery begins charging at 14.4-A. The two ESCs are then
+commanded to start at the expected nearly 15-A current draw, but the
+left ESC failed to engage properly.\\
+Surprisingly, the medium throttle position on the right ESC was
+achieved by drawing ~75-A, but the amount of current from the
+generator saw only a minor increase. Instead, the difference was
+almost entirely picked up by the battery. This can also be seen in the
+power data. There is a small bump in generator power at the ESC
+medium point, but the power decreases slightly and is picked up by
+the battery. The mechanical data show a drop in rotational speed at
+about the same time the medium throttle point was engaged.
+Whenever the load was increased, it slowed down the rotational
+speed (and thus voltage) of the generator preventing it from picking
+up the difference. The generator was slowed down from the near
+constant ~2990-RPM to 2904-RPM, which would have reduced the
+output voltage by 3-V. Because the output voltage of the generator is
+so close to the battery voltage, this decrease in voltage significantly
+impacted the current output. The battery responded to the increased
+load almost instantly but based on the power/RPM data, it took ~5-s
+for the turboprop ECU to adequately react to the increase in
+mechanical load.\\
+Once the high ESC throttle position was reached, a significant
+amount of current ~150-A total was discharged. The voltage then
+dropped by several volts and the amount of current from the
+generator increased significantly to its maximum of 39-A. At this
+point, around 4-kW was being extracted from the turboprop using
+the generator, while about 13-kW of power came from the battery.\\
+Afterward, the second medium throttle position was hit. The total
+current was ~40-A compared to the previous 75-A. The reason for
+the significant difference may have been an error made by the
+operator, who may have missed the target ESC throttle positions.
+The power data, however, provides evidence that the total power
+output of the propeller was continuously decreasing despite the
+operator holding the throttle steady for each position. The simple
+explanation may be that the inertia of the propeller and electric
+motor is quite large. The electric motor did not require as much
+power because it was slowing down instead of speeding up. The final
+observation is that the resting current output of the generator
+recharging the battery is slightly higher than at the beginning of the
+run. This is because the voltage difference between the generator
+and battery increased since the battery discharged some of its power.
+\begin{figure}[h]
+	\centering
+	\includegraphics[width=\textwidth]{img/test1electric.png}
+	\caption{\label{test1electric}Voltage and Current Data}
+\end{figure}
+\begin{figure}[h]
+	\centering
+	\includegraphics[width=\textwidth]{img/test1power.png}
+	\caption{\label{test1power}Mechanical versus Electrical Power}
+\end{figure}
+\subsection{Electronic Speed Controller Failure}
+After the main test was completed, the left ESC that had failed to
+start properly was investigated. The ESC and electric motor had
+previously been successfully tested during an all-electric check-out
+test run. The electric motor was again tested on battery power to
+figure out what was wrong. During this attempt at starting the motor,
+the ESC saw a significant in-rush current as shown in Fig. 14. This
+caused spontaneous failure and the rupturing of the capacitors inside
+the ESC creating a minor fire. The current draw during failure shown
+in Fig. 14 is an underestimate. The sensor used to monitor the battery
+current maxes out slightly over 500-A, so the instantaneous
+maximum values may have been higher than 550-A.\\
+The electrical data during the failure were of particular interest.
+During previous testing, an ESC had desoldered its connection point
+with its main power wire, which had removed the ESC load from the
+main bus. In this case, the ESC shorted, causing a substantial
+unexpected load of 46-kW of electrical power on the central bus.
+This caused significant strain on the battery, whose maximum rated
+current was around 350-A. Had this event occurred during full
+system testing, then it could have damaged the turboprop engine or
+the battery.\\
+The acquisition rate of the current sensor data is slow compared to
+the failure causing steep step changes. However, it appears that as
+the failed system was failing, the minimum of the oscillating current
+expenditure creeps up from around 20-A (at 423-s) to about 50-A
+(428-s). This gave rise to clear recommendations for the handling of
+electrical failure modes.
+\section{Configuration Two}