Search NASA⌕ Search

SEARCH · Search NASA

Results for “Hyper”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Initial Development of A Digital Twin Model for an Electrified Aircraft Propulsion Emulation Rig

In support of aviation fuel burn and emission reduction goals, NASA is pursing high-payoff research investments that promise to transform aviation. This includes investments in Electrified Aircraft Propulsion (EAP), which relies on the generation, storage, transmission, and use of electrical power for producing thrust and optimizing propulsion system efficiency. Multiple technology challenges must be addressed to unlock the full potential of EAP. This includes advances in propulsion controls, which will be vital for ensuring coordinated efficient operation of the complex integrated subsystems that comprise EAP architectures. To support EAP controls research, the NASA Glenn Research Center has developed the Hybrid Propulsion Emulation Rig (HyPER). The HyPER laboratory hardware includes shaft-mounted electric machines, power converters, power supplies, power distribution cables, and an energy storage device that can be reconfigured to represent a variety of EAP architectures. It also includes an integrated real-time computer system that hosts developed EAP control software and turbomachinery simulations. This enables the electrical system and rotating shafts of EAP designs to be implemented in actual hardware and integrated with turbomachinery simulations and system-level EAP control logic implemented in software. In this form, the HyPER laboratory provides a partially simulated, partially hardware-in-the-loop test environment enabling the initial development and evaluation of EAP control technology. A prerequisite for the development of EAP control designs is the availability of a system model that accurately reflects the operation of the electrical system hardware. To support this need, a digital twin model of the HyPER electrical system hardware is under development. This model is being coded in the MATLAB Simulink environment and uses the NASA-developed Electrical Modeling and Thermal Analysis Toolbox (EMTAT) to construct a digital twin framework. EMTAT contains generic electrical component building blocks that are simulated at turbomachinery timescales. Associated inputs and outputs allow the blocks to be combined to model complete electrical systems. The EMTAT blocks also contain adjustable internal maps and parameters that can be set to reflect the operation of a specific electrical component. For the HyPER digital twin, the settings of these EMTAT block internal maps and parameters is determined through machine learning approaches applied to characterization run data collected from the laboratory. During characterization runs the laboratory electrical system hardware is subjected to a full range of torque, speed, and power settings. Acquired data is then used to estimate EMTAT block parameters using a variety of machine learning techniques. The resulting digital twin model is found to match the operation of actual HyPER hardware with an accuracy suitable for control development purposes. It also holds promise for other applications including modeling the performance of HyPER laboratory reconfigurations and model-based anomaly detection. Planned follow-on work to automate post-processing of acquired laboratory data to update the HyPER digital twin model will also be presented and discussed.

Electrified Aircraft Propulsion↗
NASA NTRS2002

Renal responses to plasma volume expansion and hyperosmolality in fasting seal pups

Renal responses were quantified in northern elephant seal (Mirounga angustirostris) pups during their postweaning fast to examine their excretory capabilities. Pups were infused with either isotonic (0.9%; n = 8; Iso) or hypertonic (16.7%; n = 7; Hyper) saline via an indwelling catheter such that each pup received 3 mmol NaCl/kg. Diuresis after the infusions was similar in magnitude between the two treatments. Osmotic clearance increased by 37% in Iso and 252% in Hyper. Free water clearance was reduced 3.4-fold in Hyper but was not significantly altered in Iso. Glomerular filtration rate increased 71% in the 24-h period after Hyper, but no net change occurred during the same time after Iso. Natriuresis increased 3.6-fold in Iso and 5.3-fold in Hyper. Iso decreased plasma arginine vasopressin (AVP) and cortisol acutely, whereas Hyper increased plasma and excreted AVP and cortisol. Iso was accompanied by the retention of water and electrolytes, whereas the Hyper load was excreted within 24 h. Natriuresis is attributed to increased filtration and is independent of an increase in atrial natriuretic peptide and decreases in ANG II and aldosterone. Fasting pups appear to have well-developed kidneys capable of both extreme conservation and excretion of Na(+).

NASA Center ARC↗
NASA NTRS2006

Wind Tunnel Results of the B-52B with the X-43A Stack

A low-speed wind-tunnel test was performed with a three-percent-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in free-stream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B airplane on the Hyper-X launch vehicle to evaluate launch separation characteristics. The wind-tunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in free-stream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Also, pitching and rolling moments are imparted onto the booster and are a strong function of the launch-drop angle of attack.

Davis, Mark C.↗
NASA NTRS2007

The X-43A Flight Research Program: Lessons Learned on the Road to Mach 10

During an aerospace engineer's undergraduate studies, he or she will attend classes in aerodynamics, thermodynamics, structures, stability and control, dynamics, design, propulsion, and computer science, along with the related courses in mathematics, physics, statistics, and chemistry required to understand the material. Upon graduation, the new engineer will have acquired a basic knowledge of how to build an aerospace vehicle. What only comes through experience, however, is the understanding of the inevitable imperfect process through which an aerospace vehicle is built. This is the adventure of turning a basic concept into functional hardware. Engineers working on a project must often deal with ambiguous situations. They are routinely asked by management to provide risk assessments of a project, yet even after careful analysis uncertainties remain. The project must be accomplished within finite limits of time and money. The question an engineer answers is whether the solution to potential problem is worth the cost and schedule delay, or if the solution might actually be worse than the problem it is meant to solve. Review protocols are established to ensure that an unknown has not been overlooked. But these cannot protect against an unknown unknown. Examples of these situations can be found in the history of the X-43A Hyper-X (Hypersonic Experiment) program. In this NASA project, a supersonic combustion ramjet (scramjet) engine was flight tested on a subscale vehicle. The X-43A Hyper-X Research Vehicle (HXRV) was launched from a B-52B mothership, then boosted to the test speed by a modified Pegasus rocket first stage, called the Hyper-X Launch Vehicle (HXLV). Once at the proper speed and altitude, the X-43A separated from the booster, stabilized itself, and then the engine test began. Although wind-tunnel scramjet engine tests had begun in the late 1950s, before the Hyper-X program there had never been an actual in-flight test of such an engine integrated with an appropriate airframe. Thus, while the scramjet had successfully operated in the artificial airflow of wind tunnels, the concept had yet to be proven in real air. These conditions meant changes in density and temperature, as well as changes in angle of attack and sideslip of a free-flying vehicle. A wind tunnel is limited in its ability to simulate these subtle factures, which have a major impact on almost any vehicle, but especially that of a scramjet's performance. The Hyper-X project was to provide a real-world benchmark of the ground test data. The full scale X-43A engine would be operated in the wind tunnel, and then flown, and the data from its operation would then be compared with projections. If these matched, the wind tunnel data would be considered a reliable design tool for future scramjet. If there were significant differences, the reasons for these would have to be identified. Until such information was available, scramjets would lack the technological maturity to be considered for future space launch or high-speed atmospheric flight vehicles.

Peebles, Curtis↗
NASA NTRS2007

Wind-Tunnel Results of the B-52B with the X-43A Stack

A low-speed wind-tunnel test was performed with a 3%-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in freestream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B on the Hyper-X launch vehicle for evaluating launch separation characteristics. The windtunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in freestream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Pitching and rolling moments are also imparted onto the booster and are a strong function of the launch-drop angle of attack.

Davis, Mark C.↗
NASA NTRS2015

Fine-Filament MgB2 Superconductor Wire

Hyper Tech Research, Inc., has developed fine-filament magnesium diboride (MgB2) superconductor wire for motors and generators used in turboelectric aircraft propulsion systems. In Phase I of the project, Hyper Tech demonstrated that MgB2 multifilament wires (<10 micrometers) could reduce alternating current (AC) losses that occur due to hysteresis, eddy currents, and coupling losses. The company refined a manufacturing method that incorporates a magnesium-infiltration process and provides a tenfold enhancement in critical current density over wire made by a conventional method involving magnesium-boron powder mixtures. Hyper Tech also improved its wire-drawing capability to fabricate fine multifilament strands. In Phase II, the company developed, manufactured, and tested the wire for superconductor and engineering current density and AC losses. Hyper Tech also fabricated MgB2 rotor coil packs for a superconducting generator. The ultimate goal is to enable low-cost, round, lightweight, low-AC-loss superconductors for motor and generator stator coils operating at 25 K in next-generation turboelectric aircraft propulsion systems.

Cantu, Sherrie↗