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RD-1700 Bypass Turbojet Engine

2012-07-31T07:01:00.000-07:00

RD-1700 Bypass Turbojet Engine Tecnology. The RD-1700 bypass turbojet engine is designed for the MiG-UTS trainer aircraft (МiG-АТ version). The RD-1700 is a miniature bypass turbojet engine without afterburner with a fixed-area nozzle. The engine version with afterburner was also developed with the
fixed- and variable-area nozzles. The engine uses a two-shaft configuration, has a two-stage fan, a four stage high-pressure compressor and a two-stage turbine with the cooled blades. The RD-1700 Bypass Turbojet Engine is a base engine for the family of the bypass turbojet engines with a thrust of 2,000 to 3000 kgf.

RD-1700 Specifications
Maximum thrust, kgf 1,700
Specific fuel consumption, kg / (kgf.h) 0.7
Air flow rate, kg/s 30

Ratio
pressure 14.1
bypass 0.78
Dimensions
length, mm 1,915
diameter, mm 621
Engine dry weight, kg 298

PS-90A Turbofan Engine Technology

2012-07-30T23:53:00.000-07:00

PS-90A Turbofan Engine. The PS-90 turbofan engine features a twoshaft configuration with exhaust mixing from both ducts. It has a reverser inside the bypass duct. The engine comprises 11 modules. The
single-stage fan has titanium blades. The lowpressure compressor has two stages, and the high-pressure compressor has 13 stages. The engine has a cannular combustion chamber. The cooled high-pressure turbine has two stages, and the low-pressure turbine has four stages. The engine has a two-channel digital
control system. Advanced control and monitoring system provides timely engine malfunction
detection and on-condition maintenance.

The unified PS-90A engine is designed to power the Tu-204, Tu-214, Tu-330, Il-76MF, Il-76T/TD, and Il-96-300 aircraft. In 1992 the engine got the Interstate Aviation Committee and ICAO noise and emission certificates. Introduction of more stringent ICAO requirements will not pose a problem for PS-90A-powered aircraft as only minor upgrading of the standard engine and air intake noise-absorption
system will be required.

Variants
The PS-90A-76 derivative has an extended service life and improved acoustic and emission characteristics. It is designed to power the Il-76MF aircraft, and can also be installed on the Il-76T/TD and Il-86 aircraft. The PS-90A2 derivative boasts enhanced reliability, improved efficiency, and simplified maintenance.

PS-90A Turbofan Engine Specifications
                                                                     PS-90A                           PS-90A2
Thrust, kgf:
take-off mode (H=0, M=0, ISA)                 16,000                             16,000
cruising mode
(H=11,000 m, V=850 km/h)                        3,500                               3,700
Specific fuel consumption, kg/kgf/h
cruising mode (H=11,000,
V=850 km/h)                                                0.595                                 0.595
Air consumption, kg/sec 470 470
Dimensions, mm:
fan diameter                                                1,900                                  1,900
length 5,333 4,964
Engine dry weight, kg                                2,950                                    2,950

RD-600V Turboshaft Engine Technologies

2012-07-30T07:00:00.002-07:00

RD-600V Turboshaft Engine. The RD-600V turboshaft engine of modular design is installed on the Ka-60/62 multipurpose twin-engine helicopters and its derivatives. The RD-600V is the engine of the new generation of 1,200 to 1,800 hp power class. Its distinguishing features are as follows:

* Reverse-flow combustion chamber

* Two-stage power turbine

* New memory storage

* Automatic electronic digital control system

* Segmented two-wall flame tube that increases the engine overhaul period to 10,000 hours

* Four-stage miniature axial-centrifugal compressor with a controlled starter, featuring a high degree of compression.

The RD-600V engine employs a built-in high-effective dust protector that allows the helicopter to operate at unpaved airfields. The engine intermediate gear box can decelerate the output shaft to 6,000 rpm that considerably simplifies the design of the main rotor drive gear box of the helicopter and provides its best weight characteristics and overall dimensions.

The advanced system of faults monitoring and fully automatic digital two-channel test system of emergency warning greatly improves a factor of safety and reliability of helicopters that make use of this engine. The RD-600V engine is provided with the certificate registered in the Aviation Register of the
Interstate Aviation Committee (АRIAC).

RD-600V Engine Specifications
Power, hp / EM 1,550
Power, hp
takeoff 1,300
cruise 1,000
Specific fuel consumption, g / (hp.h)
takeoff 209
cruise 225
Air flow rate, kg/s 4
Pressure ratio 12.7
Engine dry weight, kg 220
Overhaul period
time between overhauls, hrs 220
service life, hrs 10,000

TV3-117 and TV7-117 Turboshaft Engine Family

2012-07-30T00:08:00.002-07:00

The TV3-117VM/TV3-117VMA turboshaft engine family features a single-shaft configuration. The 12-stage compressor has a variable-area guide vane. The combustion chamber is of a straight-flow annular type. The engine has a twostage free turbine with the overspeeding protection. The exhaust pipe deflects the gas flow by 60 deg. The engine has an electronic-hydromechanical control system.

The engine is designed to power the Mi-8AMT, Mi-8MT, Mi-8MTV, Mi-14, Mi-17, Mi-171, Mi-172, Mi-24, Mi-28, Mi-35, Ka-27, Ka-28, Ka-29, Ka-31, Ka-32, Ka-50, and Ka-52 helicopters. The TV3-117 is one of the world’s most efficient engines in its class. It is easy to operate, maintain and repair. Introduction of the emergency thrust mode allows the helicopter to land safely with one engine failed. A dust guard can be installed.

Operation of the TV3-117 engine for 25 years in 60 countries has proved its exceptional reliability. The TV3-117VM/VMA is certificated by the Aviation Register of the Interstate Aviation Committee and by corresponding bodies of Canada, China, and India.

Turboshaft engine family incorporates the VK-800, VK-1500VM, VK-2500, VK-3000 (TV7-117) and VK-3500 engines. High-end technologies, latest electronic digital systems, soft/hardware and monitoring and diagnostic equipment considerably improve capabilities of helicopters equipped with the new turboshaft engines. These engines differ from the old versions in extended overhaul period of the engine hot components, extra gas-dynamic stability at varying duties, engine parameters accuracy and engine control quality, enhanced monitoring depth providing operation of the engine according to its technical condition and better weight characteristics and overall dimensions.

The VK-800 turboshaft engine of the fifth generation is designed to equip the Mi-54, Ansat and Ka-226 type helicopters. The VK-800V derivative was developed for the power units of helicopters of small and large load-carrying capacity, both in twin- and single-engine configuration. The engine parameters meet the requirements of the tested model of a centrifugal compressor and the single-stage un-cooled turbines. All this simplifies the engine design and reduces expenses for its manufacture and operation. Moreover, the enhanced characteristics of the main units of the engine provide its high efficiency.

The VK-1500VM engine is a turboshaft derivative with the power shaft in a backward position. It was developed for the Mi helicopters fitted with the TV2-117 engines. The VK-2500 turboshaft engine is a highpower derivative of the well-know TV3-117VMA engine. By its fuel efficiency and weight characteristics, the engine holds a firm place among the best world’s models. Modern control system improves the engine performance and provides its high reliability and long service life.

The new VK-3000 (TV7-117V) is based on the certified TV7-117 turboshaft engine. It is unitized
with the base engine by 90 %. The engine has two versions:

- with the power shaft in a forward position TV7-117V(VМ) engine for the Mi-38 heli copter and its derivatives

- with the power shaft in a backward position TV7-117VK engine for upgrading the Mi-28 and Ka-50/Ka-50-2 helicopters. The VK-3500 engine is designed for the Mi-38 helicopters.

D-436TP and D-30KP Turbojet Engine

2012-07-29T23:51:00.001-07:00

D-436TP Turbojet Engine

The D-436TP turbofan features a three-shaft configuration with minimum number of bearing supports. It has a modular design. The transonic fan is of a single-stage type. The low-pressure compressor has six stages, and the high-pressure compressor has seven stages. The engine has an annular combustion chamber. The lowpressure turbine is single-staged, and the highpressure turbine is three-staged. The engine is equipped with a thrust reverser, an electronichydromechanical control system and universal
attachment fittings.

The D-436TP turbofan engine is designed for the Be-200 aircraft. It boasts high reliability ensured by a longtime operating experience of the D-36 engine. is easy to maintain, and can be operated in sea
environment. The engine demonstrates stable operation in spite of sharp air inflow temperature inversions during forest fire-fighting missions. The engine complies with standing and future ICAO noise and emission requirements.

D-436TP Specifications
Thrust, kgf:
take-off mode (H=0, M=0, ISA+15) 7,500
cruising mode
(H=11,000 m, M=0.75, ISA) 1,500
Specific fuel consumption, kg/kgf/h:
take-off mode (H=0, M=0) 0.370
cruising mode (H=11,000 m, M=0.75) 0.608
Bypass ratio 4.98
Pressure ratio (total) 22.17
Gas temperature before the turbine, oK 1,520
Dimensions fan diameter, mm 1,373
Engine dry weight, kg 1,450

D-30KP Turbojet Engine

The D-30KP engine features a two-shaft configuration with exhaust mixing from both ducts. The two-rotor compressor has a three-stage first rotor and an eleven-stage second rotor. The engine has a cannular combustion chamber. The high-pressure turbine has two stages, and the low-pressure turbine has four stages. The nozzle, common for both ducts, has a blade mixer and a mixing chamber. This is Russia’s first production engine to feature cooled rotor blades of the first stage and a clamshell reverser, which does not affect the engine performance at the thrust mode.

Variants D-30KP engine
The D-30KP Series 2 engine provides the design take-off thrust at the ambient air temperature of +30oC. The engine is installed on the Il-76TD, Il-76MD, Il-76TP, Il-78, and A-50 aircraft. The D-30KPV version (without reverser) is developed for the A-40 aircraft.

NK-25 and D-30F6 Turbofan Engine Technology

2012-07-29T23:09:00.000-07:00

NK-25 Turbofan Engine Technology

The NK-25 three-stage bypass turbofan engine features turbine blade radial clearance active control and stator rings perforation for increased compressor stability. The rotor blades
and the nozzle vanes are cooled with vortex flows. The engine has an anti-surge protection
with automatic recovery of the initial operation mode. The engine control system is electronic.
The NK-25 engine is designed for the Tu-22M3E multirole aircraft.

D-30F6 Turbofan Engine

D-30F6 Turbofan Engine Technology. The D-30F6 engine features a two-shaft configuration with exhaust mixing from both ducts. The engine consists of seven modules. It has a low-pressure five-stage compressor, a high-pressure ten-stage compressor and a cannular combustion chamber. The low- and high-pressure turbines are two-staged. The nozzle vanes and highpressure turbine rotor blades are cooled. The afterburner houses the exhaust mixer and has four ring flame stabilisers. The multivane supersonic nozzle is cooled.

The engine design enables onboard parameter monitoring. Reliability of the engine is ensured by the protection, backup, and early malfunction detection systems. The electro-hydraulic engine control
system is backed up with the hydraulic system activated if the electronic one has failed to ensure flight safety and effective mission accomplishment.

The engine has unique altitude and airspeed performance, providing maximum airspeed of 3,000 km/h at altitude and 1,500 km/h near ground. The D-30F6 engine is designed to power the MiG-31E fighter/interceptor.

D-30F6 Turbofan Engine Specifications
Thrust, kgf:
max continuous (H=0, M=0, ISA) 9,500
full afterburner 15,500
Specific fuel consumption, kg/kgf/h:
max continuous (H=0, M=0) 0.20
full afterburner 1.90
Bypass ratio 0.57
Air consumption, kg/sec 150
Pressure ratio (total) 21.15
Gas temperature before the turbine, oK 1,640
Engine dry weight, kg 2,416

AL-31F Turbofan Engine Technology

2012-07-29T23:08:00.000-07:00

AL-31F Turbofan Engine Technology. The AL-31F engines have modular design, with a four-stage variable low-pressure compressor and a two-shaft turbine. The nine-stage high-pressure compressor has a variable-area first group of stages. The combustor is of an annular type. The single-stage high and lowpressure turbines have active radial clearance control. The air-to-air heat exchanger of the cooling system is placed in the external duct, and is fitted with a device preventing air flow in dry-thrust engine operation mode.

The afterburner is common for both ducts. The supersonic nozzle has a variable-area design. The engine has a top-mounted gearbox, a looped oil system, and an autonomous startup system. The main control system is electronic, while the auxiliary one is hydraulic. The engine features a surge termination system and high gas-dynamic stability of the compressor.

The AL-31F engines are available both in standard and tropicalised variants. They are operational in a wide altitude/airspeed envelope, and provide stable operation in deep air intake surge modes at Mach numbers of up to 2.0, in controlled, inverted and flat spins, and enable execution of aerobatics in the dynamic operation mode at negative airspeeds of up to 200 km/h. The engines boast high gas dynamic stability and durability, enabling their operation in extreme conditions with air intake pressure irregularities and pulsing.

Variants AL-31F Turbofan Engine Technology
- The AL-31F engine is designed for installation in the Su-27, Su-30, Su-32, and Su-35 aircraft.

- The AL-31F Series 3 engine is designed to power the Su-33 aircraft.

- The AL-31FN engine is a development of the AL-31F engine featuring both bottom and top
gearboxes designed for the Chinese J-10A aircraft.

- The AL-31FP engine is another development of the AL-31F engine with a swiveling nozzle for the Su-30MK.

AL-21F-3 and RD-33 Turbo Jeet

2012-07-28T02:15:00.002-07:00

The AL-21F-3 engine features a single-shaft configuration. The 14-stage compressor has a sophisticated control system. The cannular combustion chamber has 12 flame tubes. The three-stage turbine is of an impulse-reaction
type. The blades of the first and second turbine stages are cooled with the bleed air taken fromThe compressor. The afterburner has three annular stabilisers and six fuel manifolds with spray and swirl-type nozzles. A perforated screen is installed to ensure internal cooling. The fully variable area propelling nozzle consists of the subsonic
convergent and supersonic divergent rims.

AL-21F-3 Specifications
Thrust (H=0, M=0, ISA), kgf:
max continuous 7,800
min afterburner 9,700
full afterburner 11,250
Specific fuel consumption, kg/kgf/h:
economy power (H=0, M=0) 0.80
cruising mode 0.76
max continuous 1.86
Air consumption, kg/sec 104
Pressure ratio 14.55
Gas temperature before the turbine, oK 1,385
Dimensions, mm:
length /diameter 5,340/1,030
Engine dry weight, kg 1,800

RD-33 Turbofan Engine

The RD-33 engine has a two-shaft turbine configuration with exhaust mixing in the afterburner. The engine features a modular design. The lowpressure compressor has four stages; the highpressure compressor has nine stages. The engine has a short annular combustion chamber and single-stage low- and high-pressure turbines. The afterburner is common for both ducts. The engine
features a variable-area supersonic propelling nozzle. Due to good gas-dynamic stability, the RD-33 engines do not impose any limitations on piloting and feature high spool-up capacity. The RD-33 is designed to power the MiG-29 fighter family.

Variants
The RD-33 Series 3 engine with an service life is designed to power MiG-29M, MiG- 29M2, MiG-29K and MiG-29KUB aircraft. The RD-33N engine is designed to power the Mirage F1 fighter upgrade. It has a bottom gearbox, and can also be fitted on MiG-21 and Mirage III aircraft upgrades. The RD-93 engine was developed for the Chinese FC-1 aircraft. The RD-133 engine is designed for the MiG-29 aircraft. It features a fully variable nozzle with thrust vectoring and a new automatic hydromechnical electronic control system.

R-95Sh and R-195 Turbojet Engines High Technology

2012-07-28T01:59:00.003-07:00

The R-95Sh and R-195 engines feature a two-shaft configuration and a modular design. There is a three-stage low-pressure compressor without a guide vane, and a five-stage high-pressure compressor. The cannular combustion chamber has twin nozzles. The lowand high-pressure turbines are single-staged. There is no afterburner, and the nozzle is of a fixed-area type.

The R-95Sh and R-195 turbojet engines are noted for ease of operation, high reliability and combat survivability. They can withstand 23mm round hits, and retain operability after considerable damage (combat proven cases). The R-195 engine is a derivative of the R-95Sh engine. It features increased thrust, improved maintainability, reduced IR signature, and enhanced stability during missile launch.
The R-195 is fully interchangeable with the R-95Sh engine.

Variants
The R-95Sh engine is fitted on Su-25K, Su- 25UBK, and Su-25SMK aircraft. The R-195 engine is designed for the Su-39 aircraft.

Turbojet Engines Specifications
                                                                R-95Sh                             R-195
Thrust, kgf:
max continuous (H=0, M=0)                       4,100                               4,300
emergency (H=0, M=0)    –                                    4,500
Specific fuel consumption
at take-off, kg/kgf/h                                    0.860                               0.890
Air consumption, kg/sec 67 66
Pressure ratio 8.7 9.0
Gas temperature before the turbine, oK       1,148                               1,188
Dimensions (without accessories), mm:
length                                                         2,700                               2,880
max diameter                                              772                                   805
Engine dry weight, kg                                  830                                   860

Technology R25-300 Turbojet Engine

2012-07-28T01:47:00.000-07:00

Technology R25-300 Turbojet Engine

The R25-300 two-shaft, two-rotor engine with afterburner has a three-stage low-pressure compressor and a five-stage high-pressure compressor, a cannular combustion chamber, single staged low and high pressure turbines, and a fixed-area nozzle. The two-stage afterburner allows high-altitude air combat.

The R25-300 Turbojet engine’s main advantages are convenient maintenance, a continuous range of afterburning modes control with smooth thrust change, and easy single-handle control. The engine has two afterburning modes: afterburner and emergency thrust. The engine is designed to power the MiG-21 family aircraft. The R25-300-94 is designed to power the MiG-21-93 aircraft. It has an integrated hydroblade drive generator with multiplier and a reinforced gearbox drive chain.

R25-300 Specifications
Thrust (H=0, M=0, ISA), kgf:
emergency thrust 7,100*
afterburner 6,850
Specific fuel consumption, kg/kgf/h 0.91
Air consumption, kg/sec 68.5
Pressure ratio 9.1
Gas temperature before the turbine, oK 1,353
Dimensions, mm:
length 4,615
max diameter 907
Engine dry weight, kg 1,215

Dogs Background

2012-04-25T22:08:00.002-07:00

New 2012 Dogs background and Wallpaper

White Background

2012-04-09T19:17:00.000-07:00

Military and Army Background

2012-04-08T07:41:00.002-07:00

Military Background, Army background and Soldiers

Bulllet Background

2012-04-05T21:17:00.002-07:00

Study Programe Robot

2012-03-19T09:21:00.000-07:00

Why learn the basics of programming using robots instead of more traditional method? For the last 50 years mainstream computer science has centered on the manipulation of abstract digital information. Programming for devices that interact with the physical world has always been an area of specialization for individuals that have already run the gauntlet of abstract information based computer science. In recent years, we have seen a proliferation of processing devices that collect and manage information from their real time environments via some physical interface component{among them, anti-lock brakes, Mars rovers, tele-surgery, arti cial limbs, and even iPods. As these devices become ubiquitous, a liberally educated person should have some familiarity with the ways in which such devices work{their capabilities and limitations.

Much of computer science lies at the interface between hardware and software. Hardware is electronic equipment that is controlled by a set of abstract instructions called software. Both categories have a variety of subcategories.

Hardware
Computer hardware is typically electronic equipment that responds in well-de ned ways to speci c commands. Over the years, a collection of useful kinds of hardware has developed:

1. Central processing unit (CPU) - a specialized integrated circuit that accepts certain electronic inputs and, through a series of logic circuits, produces measurable compu-tational outputs.

2. Random access memory (RAM) - stores information in integrated circuits that reset if power is lost. The CPU has fast access to this information and uses it for\short-term" memory during computation.

3. Hard disk drive (HDD) - stores information on magnetized platters that spin rapidly. Information is stored and retrieved by a collection of arms that swing back and forth across the surfaces of the platters touching down periodically to read from or write to the platters. These devices fall into the category of \secondary storage" because the CPU does not have direct access to the information. Typically, information from the HDD must be loaded into RAM before being processed by the CPU. Reading and writing information from HDD's is slower than RAM.

4. Other kinds of secondary storage - optical disks like CD's or DVD's where light (lasers) are used to read information from disks; ash memory where information is stored in integrated circuits that, unlike RAM, do not reset if power is lost; all of these are slower than HDD's or RAM.

5. Video card - is a specialized collection of CPU's and RAM tailored for rendering images to a video display.

6. Motherboard - a collection of interconnected slots that integrates and facilitates the passing of information between other standardized pieces of hardware. The channels of communication between the CPU and the RAM lie in the motherboard. The rate at which information can travel between di erent hardware elements is not only deter mined by the hardware elements themselves, but by the speed of the interconnections provided by the motherboard.

7. Interfaces - include the equipment humans use to receive information from or provide information to a computing device. For example, we receive information through the video display, printer, and the sound card. We provide information through the keyboard, mouse, microphone, or touchscreen.

In robotics, some of these terms take on expanded meanings. The most signi cant being the de nition of interface. Robots are designed to interface with some aspect of the physical world other than humans (motors, sensors).

SoftwareSoftware is a collection of abstract (intangible) information that represents instructions for a particular collection of hardware to accomplish a speci c task. Writing such instructions relies on knowing the capabilities of the hardware, the speci c commands necessary to elicit those capabilities, and a method of delivering those commands to the hardware. For example, we know that one of a HDD's capabilities is to store information. If we wish to write a set of instructions to store information, we must learn the speci c commands required to spin up the platters, locate an empty place to write the information to be stored, move the read/write arms to the correct location, lower the arm to touch the platter etc. Finally, we must convey our instructions to the HDD.

Generally, software instructions may be written at three di erent levels:

1. Machine language - not human readable and matches exactly what the CPU expects in order to elicit a particular capability{think 0's and 1's.

2. Assembly language - human readable representations of CPU instructions. While assembly language is human readable, its command set, like the CPU's, is primitive. Even the simplest instructions, like those required to multiply two numbers, can be quite tedious to write. Most modern CPU's and/or motherboards have interpreters that translate assembly language to machine language before feeding instructions to the CPU.

3. High level language human readable and usually has a much richer set of com mands available (though those commands necessarily can only be combinations of assembly commands). Translating the high-level language to machine language is too complicated for the CPU's built in interpreter so a separate piece of software called a compiler is required. A compiler translates the high level instructions to assembly or machine instructions which are then fed to the CPU for execution.

Examples of high-level languages are: C, C++, Fortran, or RobotC to name a few.

Study Robot For Human

2012-03-19T08:59:00.000-07:00

The International Space Station (ISS), currently under construction in Earth orbit, will have several robots to help astronauts complete their tasks in space. Five of the ISS international partner nations are developing robotic systems for the station. Japan is developing the JEM Remote Manipulator System. The European Space Agency and the Russian Space Agency are developing the European Robotic Arm. Canada and the United States are developing the Mobile Servicing System (MSS). Detailed information on each of these systems can be obtained at the website listed below.

Mobile Servicing SystemThe most complex robotic system on the ISS is the MSS. It consists of the Space Station Remote
Manipulator System (SSRMS), the Mobile Remote Servicer Base System (MBS), the Special Purpose Dexterous Manipulator (SPDM), and the Mobile Transporter (MT). The MSS will be controlled by an astronaut working at one of two Robotics Work Stations inside the ISS.

The primary functions of the MSS robotic system on the ISS are to:
• assist in the assembly of the main elements of the station (e.g. aligning newly delivered modules to the structure)
• handle large payloads
• replace orbital replacement units (plug-in equipment designed to be periodically replaced with newer units)
• support astronauts during extravehicular activities
• assist in station maintenance
• provide transportation around the station

The main component of the MSS is the 17-meterlong SSRMS robot arm. It is similar to the Shuttle RMS but will ride from one end of the station to the other on the mobile transporter, which will glide along the giant truss beam. After arriving at a worksite, the arm will grasp payloads, modules, or other structures with its wire snare end effector. If a work location is too distant for the arm to reach while still attached to the transporter, the arm can connect to an intermediate grapple fixture. Electrical power will be rerouted through that fixture. The SSRMS will then release its other end and “inchworm” itself through successive fixtures until it reaches the desired site. The SSRMS is also able to pick up and connect to the SPDM. This unit consists of a pair of 3.5-meter, 7-joint arms connected to a single joint base. The SPDM can pick up small tools for repair or servicing activities or effect delicate manipulations of smaller objects than the SSRMS can handle.

The Future
Advanced robotic systems are under development for use on the ISS. The ISS provides an exceptional laboratory for testing new robots such as NASA’s Robonaut. Robonaut will feature end effectors based on the human hand and will be capable of handling detailed and complex tasks. It will interface with the MSS and serve as a spacewalker’s assistant or surrogate for tasks too dangerous for humans. When astronauts return to Earth’s Moon and set foot on Mars, they will not be alone. Robots will be there as assistants and partners in the exploration of space. Robotic research and application on the ISS will lead the way for the advanced intelligent robotic systems of the future.

Objectives:
• Students will learn how the end effectors for the robotic arms used on the Space Shuttle and the
International Space Station work.
• Students will design and construct a grapple fixture that will enable the end effector to pick up an object.

National Standards:
Science Content
• Abilities of technological design

Technology Education Content
8. Students will develop an understanding of the attributes of design
9. Students will develop an understanding of engineering design
10. Students will develop an understanding of the role of troubleshooting, research and development, invention and innovation, and experimentation in problem solving
11. Students will develop abilities to apply the design process

Teaching Plan:
In this activity, students can work singly or in small groups of two or three. Have students use a sawing motion to cut through the cups. It is easier to cut through the outer cup first and then the inner cup.The important part about cutting the two cups is that their cut-off ends lie flushwith each other when the cups are nested. Use the knives as scrapers to smooth the cut edges.

Upon completing the end effector, have your students design a grapple fixture. The idea here is to design something that the end effector can grab onto without slipping off. After grapple fixtures are completed, tell students to compare their fixture to those created by two other students or groups. Ask them to create a table or a chart comparing the strong and weak points of the fixtures they evaluated. They should summarize their results with a statement about how they can improve the fixture they designed.

Education Robot

2012-03-19T08:34:00.000-07:00

Following the remarkable successes of the Apollo Moon landings and the Skylab space station program, many space experts began reconsidering the role of humans in space exploration. In a healthy debate on exploration strategies, some experts concluded the goals of the future would be best served by robotic spacecraft. Human space travelers require extensive life support systems. With current propulsive technologies, it would just take too long to reach any destination beyond the Moon.

Robots could survive long space voyages and accomplish exploration goals just as well as humans. Other space experts disagreed. Humans have an important place in space exploration, they contended. Robots and humans are not interchangeable. Humans are far more adaptable than robots and can react better to the unexpected. When things go wrong, humans can make repairs. This, they pointed out, was demonstrated conclusively during Skylab, when spacewalkers made repairs that saved the mission.

Today, new exploration strategies are at work. The goal is no longer humans or robots. It is humans and robots working together. Each bring important complimentary capabilities to the exploration of space. This has been demonstrated time and again with the Space Shuttle Remote Manipulator System (RMS) robot arm. The arm, also called Canadarm because it was designed and constructed by Canada, has been instrumental to the success of numerous space missions. The 15-meter-long arm is mounted near the forward end of the port side of the orbiter’s payload bay. It has seven degrees of freedom (DOF).

In robot terms, this means that the arm can bend and rotate in seven different directions to accomplish its tasks. Like a human arm, it has a shoulder joint that can move in two directions (2 DOF); an elbow joint (1 DOF); a wrist joint that can roll, pitch, and yaw (3 DOF); and a gripping device (1 DOF). The gripping device is called an end effector. That means it is located at the end of the arm and it has an effect (such as grasping) on objects within its reach. The RMS’s end effector is a snare device that closes around special posts, called grapple fixtures. The grapple fixtures are attached to the objects the RMS is trying to grasp.

On several occasions, the RMS was used to grasp the Hubble Space Telescope and bring the spacecraft into the orbiter’s payload bay. After the spacecraft was locked into position, the RMS helped spacewalking astronauts repair the telescope and replace some of its instruments. During operations, the RMS is controlled by an astronaut inside the orbiter. The RMS actually becomes an extension of the operator’s own arm. Television cameras spaced along the RMS permit the operator to see what the arm is doing and precisely target its end effector. At times, during the Hubble servicing, one of the spacewalkers hitched a ride on the end effector to gain access to parts of the telescope that were difficult to reach. The arm became a space version of the terrestrial cherry picker.