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At least 487 records · Page 27

Helioseismic Observations of the Structure and Dynamics of a Rotating Sunspot Beneath the Solar Surface

Time-distance helioseismology is applied to study the subphotospheric structures and dynamics of an unusually fast-rotating sunspot observed by the Michelson Doppler Imager on bead SOH0 in 2000 August. The subsurface sound speed structures and velocity fields are obtained for the sunspot region at different depths from 0 to 12 Mm. By comparing the subsurface sound speed variations with the surface magnetic field, we find evidence for structural twists beneath the visible surface of this active region, which may indicate that magnetic twists often seen at the photosphere also exist beneath the photosphere. We also report on the observation of subsurface horizontal vortical flows that extend to a depth of 5 Mm around this rotating sunspot and present evidence that opposite vortical flows may exist below 9 Mm. It is suggested that the vortical flows around this active region may build up a significant amount of magnetic helicity and energy to power solar eruptions. Monte Carlo simulation has been performed to estimate the error propagation, and in addition the sunspot umbra is masked to test the reliability of our inversion results. On the basis of the three-dimensional velocity fields obtained from the time-distance helioseismology inversions, we estimate the subsurface kinetic helicity at different depths for the first time and conclude that it is comparable to the current helicity estimated from vector magnetograms.

Zhao, Junwei↗

Generating a Reduced Gravity Environment on Earth

Since the 1950s several reduced gravity simulators have been designed and utilized in preparing humans for spaceflight and in reduced gravity system development. The Active Response Gravity Offload System (ARGOS) is the newest and most realistic gravity offload simulator. ARGOS provides three degrees of motion within the test area and is scalable for full building deployment. The inertia of the overhead system is eliminated by an active motor and control system. This presentation will discuss what ARGOS is, how it functions, and the unique challenges of interfacing to the human. Test data and video for human and robotic systems will be presented. A major variable in the human machine interaction is the interface of ARGOS to the human. These challenges along with design solutions will be discussed.

Dungan, Larry K.↗

Calibration of Airframe and Occupant Models for Two Full-Scale Rotorcraft Crash Tests

Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. Accelerations and kinematic data collected from the crash tests were compared to a system integrated finite element model of the test article. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the second full-scale crash test. This combination of heuristic and quantitative methods was used to identify modeling deficiencies, evaluate parameter importance, and propose required model changes. It is shown that the multi-dimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and co-pilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. This approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and test planning guidance. Complete crash simulations with validated finite element models can be used to satisfy crash certification requirements, thereby reducing overall development costs.

Annett, Martin S.↗

Pre-Mission Input Requirements to Enable Successful Sample Collection by a Remote Field/EVA Team

This paper is intended to evaluate the sample collection process with respect to sample characterization and decision making. In some cases, it may be sufficient to know whether a given outcrop or hand sample is the same as or different from previous sampling localities or samples. In other cases, it may be important to have more in-depth characterization of the sample, such as basic composition, mineralogy, and petrology, in order to effectively identify the best sample. Contextual field observations, in situ/handheld analysis, and backroom evaluation may all play a role in understanding field lithologies and their importance for return. For example, whether a rock is a breccia or a clast-laden impact melt may be difficult based on a single sample, but becomes clear as exploration of a field site puts it into context. The FINESSE (Field Investigations to Enable Solar System Science and Exploration) team is a new activity focused on a science and exploration field based research program aimed at generating strategic knowledge in preparation for the human and robotic exploration of the Moon, near-Earth asteroids (NEAs) and Phobos and Deimos. We used the FINESSE field excursion to the West Clearwater Lake Impact structure (WCIS) as an opportunity to test factors related to sampling decisions. In contract to other technology-driven NASA analog studies, The FINESSE WCIS activity is science-focused, and moreover, is sampling-focused, with the explicit intent to return the best samples for geochronology studies in the laboratory. This specific objective effectively reduces the number of variables in the goals of the field test and enables a more controlled investigation of the role of the crewmember in selecting samples. We formulated one hypothesis to test: that providing details regarding the analytical fate of the samples (e.g. geochronology, XRF/XRD, etc.) to the crew prior to their traverse will result in samples that are more likely to meet specific analytical objectives than samples collected in the absence of this premission information. We conducted three tests of this hypothesis. Our investigation was designed to document processes, tools and procedures for crew sampling of planetary targets. This is not meant to be a blind, controlled test of crew efficacy, but rather an effort to recognize the relevant variables that enter into sampling protocol and to develop recommendations for crew and backroom training in future endeavors. Methods: One of the primary FINESSE field deployment objectives was to collect impact melt rocks and impact melt-bearing breccias from a number of locations around the WCIS structure to enable high precision geochronology of the crater to be performed [1]. We conducted three tests at WCIS after two full days of team participation in field site activities, including using remote sensing data and geologic maps, hiking overland to become familiar with the terrain, and examining previously-collected samples from other islands. In addition, the team members shared their projects and techniques with the entire team. We chose our "crew members" as volunteers from the team, all of whom had had moderate training in geologic fieldwork and became familiar with the general field setting. The first two tests were short, focused tests of our hypothesis. Test A was to obtain hydrothermal vugs; Test B was to obtain impact melt and intrusive rock as well as the contact between the two to check for contact metamorphism and age differences. In both cases, the test director had prior knowledge of the site geology and had developed a study-specific objective for sampling prior to deployment. Prior to the field deployment, the crewmember was briefed on the sampling objective and the laboratory techniques that would be used on the samples. At the field sites (Fig. 2), the crewmember was given 30 minutes to survey a small section of outcrop (10-15 m) and acquire a suite of three samples. The crewmember talked through his process and the test director kept track of the timeline in verbal cues to the crewmember. At the conclusion, the team member conducting the scientific study appraised the samples and train of thought. Test C was a 90-minute EVA simulation using two crewmembers working out of line-of-sight in communication with a science backroom. The science objectives were determined by the science backroom team in advance using a Gigapan image of the outcrop (Fig. 1). The science team formulated hypotheses for the outcrop units and created sampling objectives for impact-melt lithologies; the science team turned these into a science plan, which they communicated to the crew in camp prior to crew deployment. As part of the science plan, the science team also discussed their sample needs in depth with the crewmembers, including laboratory methods, objectives, and samples sizes needed. During the deployment, the two crewmembers relayed real-time information to the science backroom by radio with no time delay. Both the crew and science team re-evaluated their hypotheses and science plans in real-time. Discussion: Upon evaluation, we found that the focused tests (Tests A and B) were successful in meeting their scientific objectives. The crewmember used their knowledge of how the samples were to be used in further study (technique, sample size, and scientific need) to focus on the sampling task. The crewmember was comfortable spending minimal time describing and mapping the outcrop. The crewmember used all available time to get a good sample. The larger test was unsuccessful in meeting the sampling objectives. When the crewmembers began describing the lithologies, it was quickly apparent that the lithologies were not as the backroom expected and had communicated to the crew. When the outcrop wasn't as expected, the crew members instinctively switched to field characterization mode, taking significant time to characterize and map the outcrop. One crew member admitted that he "kind of lost track" of the sampling strategy as he focused on the basic outcrop characterization. This is the logical first step in a field geology campaign, that a significant amount of time must be spent by the crew and backroom to understand the outcrop and its significance. Basic field characterization of an outcrop is a focused activity that takes significant time and training [2, 3]. Sampling of representational lithologies can be added to this activity for little cost [4]. However, we have shown that identification of unusual or specific samples for laboratory study also takes significant time and knowledge. We suggest that sampling of this type be considered a separate activity from field characterization, and that crewmembers be trained in sampling needs for different kinds of studies (representative lithologies vs. specialized samples) to acquire a mindset for sampling similar to field mapping. Sampling activities should be given a significant amount of specifically allocated time in scheduling EVA activities; and in the better case, that sampling be done as a second activity to a previously studied outcrop where both crew and backroom are comfortable with its context and characteristics. Our hypothesis posited that crewmember knowledge of how the samples would be used upon return would aid them in choosing relevant samples. Our testing bore this hypothesis out to some extent. We therefore recommend that crewmember training should include exposure to the laboratory techniques and analyses that will be used on the samples to foster this knowledge. There is also the potential for increasing crewmember contextual knowledge real-time in the field through the introduction of in situ geochemical technologies such as field portable XRF. The presence of field portable geochemical technology could enable the astronauts to interrogate the samples for K abundance real-time, ensuring they could collect valuable and dateable samples [5]. Though simulations such as these can teach us a fair bit about decision making processes and timeline building, one EVA participant noted that when he wasn't collecting "real" samples, he wasn't at his best. This effect suggests that higher-fidelity studies involving truly remote participants conducting actual scientific studies merit further attention to capture lessons for application to future crew situations.

sample collection↗

Exploration of Near-Term Potential Routes and Procedures for Urban Air Mobility

Urban air mobility is gaining interest as the need for On Demand Mobility in today's congested traffic is becoming high in metropolitan areas. Urban Air Mobility (UAM) is envisioned as a concept to transport passengers and cargo safely and efficiently using innovative aircraft in the urban areas. It is expected to improve mobility for the general public, decongest road traffic, reduce transport time and reduce the strain on existing public transport networks. There exist several challenges to Urban Air Mobility (UAM) such as integration of procedures with airspace and the airport, noise levels that are acceptable to the general public, public safety, public acceptance, vehicle certification, and more. Most of the research in the United States and European skies (DLR - German Aerospace Center) related to urban areas has focused on small UAS (Unmanned Aircraft Systems) flights (NASA's UTM (UAS Traffic Management) research) and their integration with the airspace and building safe operations in densely populated areas. Previous studies on UAM have focused on fast time simulations of the routes that are separated via a separation service and network of routes. Similarly, research in Europe has focused on the approach profile for these innovative aircraft, vertiports and battery life among others. UAM as a part of the On-Demand Mobility effort has provided some guidelines for operations as shown below: Does not require additional ATC (Air Traffic Control) infrastructure; Does not impose additional workload on ATC; Does not restrict operations of traditional airspace users; Will meet appropriate safety thresholds and requirements; Will prioritize operational scalability; Will allow flexibility where possible and structure where necessary. This paper explores potential routes and procedures in a Human-In-The-Loop (HITL) experiment that could be applied in the near-term to allow integration of UAM flights into the airspace as well as a large airport. The airspace that was explored was Dallas Fort Worth (DFW) airspace managed by the DFW East Tower in South Flow only. In addition, Dallas Love Field (DAL) and Addison (ADS) airspace were also part of the testbed. The initial set of routes investigated in this study were published helicopter routes in the DFW area. Figure 1 shows class B airspace in DFW area and the origin/destination city pairs where UAM flights flew along with helicopter routes shown in blue. The research focused on exploring procedures for integrating UAM flights into Class Bravo and Class Delta airspace. Three different communication procedures, evaluated with three different levels of UAM traffic, are shown in Table 1. The current day routes were evaluated with current day communication procedures were explored as the first condition. The current day routes were also evaluated in the second condition with reduced communications, which was assumed due to the presence of a Letter Of Agreement (LOA). The purpose of the LOA was to reduce the verbiage associated with pilots getting clearance to Class B airspace from the controllers, pre-assigning beacons codes to the UAM flights, separate routes by assigning altitudes and speeds to flights going in any one direction. Flights were expected to automatically change frequency when exiting Class B airspace, thus transition points for entry and exit points were also specified in the LOA.

Urban Air Mobility↗

Permanent Magnetic Synchronous Motor (PMSM) Model Development

The Advanced Air Transport Technology (AATT) Project seeks to enhance the capabilities of fixed-wing subsonic transport through improved energy efficiency and environmental compatibility. One element of this effort is the use of high efficiency PMSM systems. Understanding the behavior and limitations of the se motors allows the National Aeronautics and Space Administration (NASA) to collaborate with and inform its partners worldwide. PMSM modeling is achieved using MATLAB®-Simulink® (The Math Works, Inc., Natick, Massachusetts). Through the analysis of an existing high-fidelity NASA Electrical Aircraft Testbed (NEAT) model, simplified models of varying fidelity can be developed with the goal of building a PMSM model capable of running in real-time for use in a piloted simulation environment. By utilizing system identification methods, it has been demonstrated that internal electrical components like the inverter can be represented by a simple variable gain thus greatly reducing the required simulation step size and subsequently decreasing model run-time by multiple orders of magnitude

motor controls↗

Mars 2020 Perseverance Rover SHERLOC Instrument Isolation System

The NASA Jet Propulsion Laboratory (JPL) successfully landed the Mars 2020 Perseverance Rover at Jezero Crater on the Martian surface. Perseverance’s main mission objective is to cache Martian rock and regolith samples in hermetically sealed tubes to be brought back to Earth by future missions. To achieve this goal the rover is equipped with a 2-meter-long Robotic Arm (RA) which manipulates the Turret to interact with the surface. The Turret is comprised of science instruments and tools that enable surface sampling and science. The backbone of the Turret hardware is the Rotary Percussive Coring Drill. The science instruments, which are directly mounted to the structural housing of this drill, must be able to withstand not only the launch and entry, descent and landing (EDL) loads of the vehicle but also the dynamic percussive environment, induced by the drill throughout surface operations. This paper discusses the technical hardware design, development and testing of a vibration isolation system to protect the Scanning Habitable Environments with Raman and Luminescence for Organics and Chemicals (SHERLOC) Instrument from these dynamic environments. The hardware design aspect of this problem was limited by both size and mass constraints. The Turret is tightly configured and the physical space in which hardware can reside is restricted due to multiple axes of surface interaction points. Another driving requirement is the extreme range of thermal non-operational environment from -135C to +90C. This, in addition to SHERLOC being a heavier instrument than previously integrated on a turret, made the use of isolation systems employed on previous rover missions problematic. The final design incorporates custom wire mesh springs preloaded within titanium hexapod struts equipped with flexure ends. Custom versions of commercially available wire mesh springs were designed and tested. These custom springs differed in dimension, density and stiffness from the off the shelf options. The newly designed springs went through various stages of flight acceptance testing. Detailed physics-based modeling to understand what loads the isolation system would experience was used to define the test conditions for the springs and entire isolation subsystem. The testing program developed around this was extensive to fully characterize the isolation performance over cleanliness levels, temperature and life. Another major aspect of this work was developing a method of replicating the drill’s percussive environment for performance and life testing of Turret mounted hardware. Attaching the instrument to an operating drill for testing was not a viable option. A method of using a Highly Accelerated Life Test (HALT) table was developed and applied across the project as the most representative and tunable option to physically simulate this new environment. This method, along with launch environment random vibration testing, was used to build an entire dynamic qualification and flight hardware test program. The results of the design, modeling, testing and analysis of the SHERLOC Isolation System is described throughout the following paper.

Krafchak, Todd↗

Integrated Circuit For Simulation Of Neural Network

Ballast resistors deposited on top of circuit structure. Cascadable, programmable binary connection matrix fabricated in VLSI form as basic building block for assembly of like units into content-addressable electronic memory matrices operating somewhat like networks of neurons. Connections formed during storage of data, and data recalled from memory by prompting matrix with approximate or partly erroneous signals. Redundancy in pattern of connections causes matrix to respond with correct stored data.

Thakoor, Anilkumar P.↗

Building an intelligent tutoring system for procedural domains

Jobs that require complex skills that are too expensive or dangerous to develop often use simulators in training. The strength of a simulator is its ability to mimic the 'real world', allowing students to explore and experiment. A good simulation helps the student develop a 'mental model' of the real world. The closer the simulation is to 'real life', the less difficulties there are transferring skills and mental models developed on the simulator to the real job. As graphics workstations increase in power and become more affordable they become attractive candidates for developing computer-based simulations for use in training. Computer based simulations can make training more interesting and accessible to the student.

Warinner, Andrew↗

Building the Traffic, Navigation, and Situation Awareness System (T-NASA) for Surface Operations

We report the results of a part-task simulation evaluating the separate and combined effects of an electronic moving map display and newly developed HUD symbology on ground taxi performance, under moderate- and low-visibility conditions. Twenty-four commercial airline pilots carried out a series of 28 gate-to-runway taxi trials at Chicago O'Hare. Half of the trials were conducted under moderate visibility (RVR 1400 ft), and half under low visibility (RVR 700 ft). In the baseline condition, where navigation support was limited to surface features and a Jeppesen paper map, navigation errors were committed on almost half of the trials. These errors were virtually abolished when the electronic moving map or the HUD symbology was available; in addition, compare, the baseline condition, both forms of navigation aid yielded an increase in forward taxi speed. The speed increase was greater for HUD than the electronic moving map, and greater under low visibility than under moderate visibility. These results suggest that combination of electronic moving map and HUD symbology has the potential to greatly increase the efficiency of ground operations, particularly under low-visibility conditions.

McCann, Robert S.↗

Simulating Vibrations in a Complex Loaded Structure

The Dynamic Response Computation (DIRECT) computer program simulates vibrations induced in a complex structure by applied dynamic loads. Developed to enable rapid analysis of launch- and landing- induced vibrations and stresses in a space shuttle, DIRECT also can be used to analyze dynamic responses of other structures - for example, the response of a building to an earthquake, or the response of an oil-drilling platform and attached tanks to large ocean waves. For a space-shuttle simulation, the required input to DIRECT includes mathematical models of the space shuttle and its payloads, and a set of forcing functions that simulates launch and landing loads. DIRECT can accommodate multiple levels of payload attachment and substructure as well as nonlinear dynamic responses of structural interfaces. DIRECT combines the shuttle and payload models into a single structural model, to which the forcing functions are then applied. The resulting equations of motion are reduced to an optimum set and decoupled into a unique format for simulating dynamics. During the simulation, maximum vibrations, loads, and stresses are monitored and recorded for subsequent analysis to identify structural deficiencies in the shuttle and/or payloads.

Cao, Tim T.↗

Developing Flexible Discrete Event Simulation Models in an Uncertain Policy Environment

On February 1st, 2010 U.S. President Barack Obama submitted to Congress his proposed budget request for Fiscal Year 2011. This budget included significant changes to the National Aeronautics and Space Administration (NASA), including the proposed cancellation of the Constellation Program. This change proved to be controversial and Congressional approval of the program's official cancellation would take many months to complete. During this same period an end-to-end discrete event simulation (DES) model of Constellation operations was being built through the joint efforts of Productivity Apex Inc. (PAl) and Science Applications International Corporation (SAIC) teams under the guidance of NASA. The uncertainty in regards to the Constellation program presented a major challenge to the DES team, as to: continue the development of this program-of-record simulation, while at the same time remain prepared for possible changes to the program. This required the team to rethink how it would develop it's model and make it flexible enough to support possible future vehicles while at the same time be specific enough to support the program-of-record. This challenge was compounded by the fact that this model was being developed through the traditional DES process-orientation which lacked the flexibility of object-oriented approaches. The team met this challenge through significant pre-planning that led to the "modularization" of the model's structure by identifying what was generic, finding natural logic break points, and the standardization of interlogic numbering system. The outcome of this work resulted in a model that not only was ready to be easily modified to support any future rocket programs, but also a model that was extremely structured and organized in a way that facilitated rapid verification. This paper discusses in detail the process the team followed to build this model and the many advantages this method provides builders of traditional process-oriented discrete event simulations.

Miranda, David J.↗

Modeling and Project Development

In order to reduce the costs of projects, it is necessary to make full use of today's modern simulation tools.

faster better cheaper (FBC) design build assemble ↗

Active Learning for Directed Exploration of Complex Systems

Physics-based simulation codes are widely used in science and engineering to model complex systems that would be infeasible to study otherwise. Such codes provide the highest-fidelity representation of system behavior, but are often so slow to run that insight into the system is limited. For example, conducting an exhaustive sweep over a d-dimensional input parameter space with k-steps along each dimension requires k(sup d) simulation trials (translating into k(sup d) CPU-days for one of our current simulations). An alternative is directed exploration in which the next simulation trials are cleverly chosen at each step. Given the results of previous trials, supervised learning techniques (SVM, KDE, GP) are applied to build up simplified predictive models of system behavior. These models are then used within an active learning framework to identify the most valuable trials to run next. Several active learning strategies are examined including a recently-proposed information-theoretic approach. Performance is evaluated on a set of thirteen synthetic oracles, which serve as surrogates for the more expensive simulations and enable the experiments to be replicated by other researchers.

oracles↗

Harnessing the Digital Transformation for Development of Electrified Aircraft Propulsion Control Systems

Hybrid electric aircraft propulsion is an emerging technology that presents a variety of potential benefits along with technical integration challenges. Developing these new propulsion architectures with their complex control systems, and ultimately proving their benefit, is a multistep process that goes from concept, to analysis, to dynamic simulation, to hardware in the loop testing, to full scale testing and beyond. This effort is being revolutionized and indeed enabled by new digital tools that support the increasing technology readiness level throughout the maturation process. NASA has developed and made available a suite of digital tools that ease the path from concept to implementation. The three packages are the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS), the Electrical Modeling and Thermal Analysis Toolbox (EMTAT), and the Thermal Systems Analysis Toolbox (TSAT). These tools are interactive, complementary, and compatible with each other. T-MATS is a modular thermodynamic modeling framework designed for creating custom component level models of jet engines. EMTAT is a modeling framework used to simulate a variety of power electronic devices, using both physics-based and power flow calculations. TSAT is a framework for modeling and analysis of dynamic heat transfer. These packages all consist of graphical, drag-and-drop, parameterizable building blocks representing various components of the system to be modeled, e.g., compressors, turbines, motors, energy storage devices, etc. They are designed to enable the user to model and simulate the end-to-end dynamic operation of a hybrid powertrain at the timescale of the turbomachinery, capturing mechanical, electrical, and thermal interactions. This paper will describe through multiple examples how these tools have been used successfully in several of the early stages of hybrid electric propulsion system development, from the initial system modeling to real-time interactive pilot-in-the-loop simulation to physical hardware-in-the-loop testing, each step bringing the technology closer to fruition.

Hybrid electric propulsion↗

Harnessing the Digital Transformation for Development of Hybrid Electric Aircraft Propulsion Control Systems

Hybrid electric aircraft propulsion is an emerging technology that presents a variety of potential benefits along with technical integration challenges. Developing these new propulsion architectures with their complex control systems, and ultimately proving their benefit, is a multistep process that goes from concept, to analysis, to dynamic simulation, to hardware in the loop testing, to full scale testing and beyond. This effort is being revolutionized and indeed enabled by new digital tools that support the increasing technology readiness level throughout the maturation process. NASA has developed and made available a suite of digital tools that ease the path from concept to implementation. The three packages are the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS), the Electrical Modeling and Thermal Analysis Toolbox (EMTAT), and the Thermal Systems Analysis Toolbox (TSAT). These tools are interactive, complementary, and compatible with each other. T-MATS is a modular thermodynamic modeling framework designed for creating custom component level models of jet engines. EMTAT is a modeling framework used to simulate a variety of power electronic devices, using both physics-based and power flow calculations. TSAT is a framework for modeling and analysis of dynamic heat transfer. These packages all consist of graphical, drag-and-drop, parameterizable building blocks representing various components of the system to be modeled, e.g., compressors, turbines, motors, energy storage devices, etc. They are designed to enable the user to model and simulate the end-to-end dynamic operation of a hybrid powertrain at the timescale of the turbomachinery, capturing mechanical, electrical, and thermal interactions. This paper will describe through multiple examples how these tools have been used successfully in several of the early stages of hybrid electric propulsion system development, from the initial system modeling to real-time interactive pilot-in-the-loop simulation to physical hardware-in-the-loop testing, each step bringing the technology closer to fruition.

Electrified Propulsion↗

Harnessing the Digital Transformation for Development of Electrified Aircraft Propulsion Control Systems

Hybrid electric aircraft propulsion is an emerging technology that presents a variety of potential benefits along with technical integration challenges. Developing these new propulsion architectures with their complex control systems, and ultimately proving their benefit, is a multistep process. This process includes concept development and analysis, dynamic simulation, hardware-in-the-loop testing, full-scale testing, and so on. This effort is being revolutionized and indeed enabled by new digital tools that support increasing the technology readiness level throughout the maturation process. As part of this Digital Transformation, NASA has developed a suite of publicly available digital tools that facilitate the path from concept to implementation. This paper describes the NASA-developed tools and puts them in the context of control system development for hybrid electric aircraft propulsion. The three MATLAB®-based software packages are the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS), the Electrical Modeling and Thermal Analysis Toolbox (EMTAT), and the Thermal Systems Analysis Toolbox (TSAT). These tools are interactive, complementary, and compatible with each other. T-MATS is a modular thermodynamic modeling framework designed for creating custom component level models of jet engines. EMTAT is a modeling framework used to simulate a variety of power electronic devices, using both physics-based and power flow calculations. TSAT is a framework for modeling and analysis of dynamic heat transfer. These packages all consist of graphical, drag-and-drop, parameterizable building blocks representing various components of the system to be modeled, e.g., compressors, turbines, motors, energy storage devices, etc. They are designed to enable the user to model and simulate the end-to-end dynamic operation of a hybrid electric gas turbine engine powertrain at the timescale of the turbomachinery, capturing mechanical, electrical, and thermal interactions. This paper demonstrates through multiple examples how these tools have been used successfully in a variety of applications, including several of the early stages of hybrid electric gas turbine engine propulsion system development, from the initial system modeling to real-time interactive pilot-in-the-loop simulation to physical hardware-in-the-loop testing, each step bringing the technology closer to fruition.

hybrid electric propulsion↗

Effect of Atmospheric Wind and Upstream Buildings on the Flow Quality in the Test Section of the 80-by 120-Foot Wind Tunnel

The effect of upwind buildings on flow quality in the test section of the 80- by-120-Foot Wind Tunnel housed at the National Full-Scale Aerodynamics Complex at NASA Ames Research Center was modeled at reduced scale. A 1/50th-scale model of the 80x120 leg was placed on the turntable in the test section of the full-scale NFAC 80x120 wind tunnel. Ambient wind was simulated by means of a fixed linear array of 6 blowers mounted upstream of the NFAC turntable. NFAC turntable rotation was used to change ambient (atmospheric) wind direction. Models of existing upwind buildings and the planned Google Campus buildings (Googleplex) were constructed at 1/50th-scale. In addition, a variety of upwind blockage conditions were studied, using rectangular bodies, to simulate either a 2D or 3D blockage directly ahead of the inlet. Computer-controlled surveys of test section flow quality were measured using a Cobra probe to provide all three orthogonal velocity components. Surprisingly, measurements indicate that test section flow quality will be unaffected or slightly improved by the upwind presence of the Google Campus. A possible explanation is discussed.

open-circuit wind tunnel↗