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This paper developes a method for mathematically modeling terrain surfaces for use on an unmanned Martian vehicle. The data collected by the vehicle consists of terrain height and two directional slopes at each data point. The parameters for the mathematical terrain model are stochastically determined by using least square approximations.-
Smith et al. (1970) have described Jupiter's changing appearance at resolutions down to 10 km over intervals as small as 1 h. Examples of small-scale convection, rapid variations of features, and complex interactions of closed vortices were given. In the present paper, these results are extended to include measurements of the latitudinal profile of zonal (eastward) velocity, from which the absolute vorticity gradient is estimated. Also, a classification scheme based on texture (i.e., the patterns of small features visible at resolutions of 100 km or better) is proposed.
All remote sensors have bias problems which vary in space and time. The infrared measurements are very sparse in cloudy areas: the SMMR has coverage limitations due to the interference of land areas and only half time operation. If one simply averaged the data from these various sources, the combination of the biases and varying sampling would introduce artifacts into the analyzed product which would reflect the sampling and which could be quite misleading. The remote sensors provide reasonable estimates of gradients of SST over length scales greater than the sensor resolution but smaller than hemispheric. Ships can be considered unbiased but are poorly distributed on small scales except in the densest shipping lanes. An analysis scheme based on a suggestion by Holl was developed which exploits just this approximately complementarity to provide an improved SST analysis. The resulting accuracy appears to be in the required approx. 0.5 C range for the particular case of using SMMR and ship data to produce two degree latitude by two degrees longitude monthly analyses.
Variations of thermal electron parameters in the solar wind are studied at heliocentric distances from 0.3 to 1 AU using Helios data from 1974 to spring 1976 just before solar minimum. Consideration is given to variations across plasma streams and across the sector structure of the IMF. It is found that, in high-speed streams in the interior of magnetic sectors, the electron temperatures are relatively low and strongly anisotropic. The electron temperatures become larger and less anisotropic toward sector boundaries in the slow solar wind. Radial gradients for the thermal electron parameters and polytrope indices for the core temperatures and electron temperatures are studied. Evidence is presented that the electrons in high-speed streams are heated by external heat sources. Interplanetary electrostatic potential differences caused by the thermal electron pressure gradients are estimated to be between 30 and 90 V.
Parameter-dependence properties are developed in the context of a linear abstract Cauchy problem governed by a parameter-dependent operator. Of particular interest are problems in which the parameter induces an unbounded perturbation of the evolution operator. Conditions are stated under which the derivative of the state with respect to the parameter possesses certain smoothness properties. These properties lead to local convergence results for a gradient-based estimation algorithm based on quasi-linearization. Numerical results concerning a delay-differential equation indicate the effect of a forcing function on parameter sensitivity.
A series of tests was performed to determine the internal temperature profile in a compliant bump-type foil journal air bearing operating at room temperature under various speeds and load conditions. The temperature profile was collected by instrumenting a foil bearing with nine, type K thermocouples arranged in the center and along the bearing s edges in order to measure local temperatures and estimate thermal gradients in the axial and circumferential directions. To facilitate the measurement of maximum temperatures from viscous shearing in the air film, the thermocouples were tack welded to the backside of the bumps that were in direct contact with the top foil. The mating journal was coated with a high temperature solid lubricant that, together with the bearing, underwent high temperature start-stop cycles to produce a smooth, steady-state run-in surface. Tests were conducted at speeds from 20 to 50 krpm and loads ranging from 9 to 222 N. The results indicate that, over the conditions tested, both journal rotational speed and radial load are responsible for heat generation with speed playing a more significant role in the magnitude of the temperatures. The temperature distribution was nearly symmetric about the bearing center at 20 and 30 krpm but became slightly skewed toward one side at 40 and 50 krpm. Surprisingly, the maximum temperatures did not occur at the bearing edge where the minimum film thickness is expected but rather in the middle of the bearing where analytical investigations have predicted the air film to be much thicker. Thermal gradients were common during testing and were strongest in the axial direction from the middle of the bearing to its edges, reaching 3.78 8C/mm. The temperature profile indicated the circumferential thermal gradients were negligible.
Control-theoretic modeling of the human operator dynamic behavior in manual control tasks has a long and rich history. In the last two decades, there has been a renewed interest in modeling the human operator. There has also been significant work on techniques used to identify the pilot model of a given structure. The purpose of this research is to attempt to go beyond pilot identification based on collected experimental data and to develop a predictor of pilot behavior. An experiment was conducted to quantify the effects of changing aircraft dynamics on an operator s ability to track a signal in order to eventually model a pilot adapting to changing aircraft dynamics. A gradient descent estimator and a least squares estimator with exponential forgetting used these data to predict pilot stick input. The results indicate that individual pilot characteristics and vehicle dynamics did not affect the accuracy of either estimator method to estimate pilot stick input. These methods also were able to predict pilot stick input during changing aircraft dynamics and they may have the capability to detect a change in a subject due to workload, engagement, etc., or the effects of changes in vehicle dynamics on the pilot.
The Environmentally Responsible Aviation project seeks to accomplish the simultaneous reduction of fuel burn, noise, and emissions. A project at NASA Dryden Flight Research Center is contributing to ERAs goals by exploring the practical application of real-time trim configuration optimization for enhanced performance and reduced fuel consumption. This peak-seeking control approach is based on Newton-Raphson algorithm using a time-varying Kalman filter to estimate the gradient of the performance function. In real-time operation, deflection of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of a modified F-18 are directly optimized, and the horizontal stabilators and angle of attack are indirectly optimized. Preliminary results from three research flights are presented herein. The optimization system found a trim configuration that required approximately 3.5% less fuel flow than the baseline trim at the given flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These preliminary results show the algorithm has good performance and is expected to show similar results at other flight conditions and aircraft configurations.
The Mars Science Laboratory (MSL) Rover, Curiosity spent approx 150 sols at Yellowknife Bay (YKB) studying a section of fluvio-lacustrine sedimentary rocks (with potential indications of volcanic influence), informally known as the Yellowknife Bay formation. YKB lies in a distal region of the Peace Vallis alluvial fan, which extends from the northern rim of Gale Crater toward the dune field at the base of Mt Sharp. Sedimentological and stratigraphic observations are consistent with the Yellowknife Bay formation being part of a distal fan deposit, which could be as young as middle Hesperian to even early Amazonian in age (approx 3.5 to 2.5 Ga). The Yellowknife Bay formation hosts a unit of mudstone called the Sheepbed member. Curiosity obtained powdered rock samples from two drill holes in the Sheepbed Member, named John Klein and Cumberland, and delivered them to instruments in Curiosity. Data from CheMin, a combined X-ray diffraction (XRD)/X-ray fluorescence instrument (XRF), has allowed detailed mineralogical analysis of mudstone powders revealing a clay mineral component of approx 20 wt.% in each sample. The clay minerals are important indicators of paleoenvironmental conditions and sensitive recorders of post-depositional alteration processes. The XRD pattern of John Klein reveals a 021 band consistent with a trioctahedral phyllosilicate. A broad peak at approx 10A with a slight inflexion at approx 12A indicates the presence of 2:1 type clay minerals in the John Klein sample. The trioctahedral nature of the clay minerals, breadth of the basal reflection, and presence of a minor component with larger basal spacing suggests that John Klein contains a trioctahedral smectite (probably saponite), whose interlayer is largely collapsed because of the low-humidity conditions. The XRD patterns show no evidence of corrensite (mixed-layer chlorite/smectite) or chlorite, which are typical diagenetic products of trioctahedral smectites when subjected to burial and heating >60degC in the presence of water. Given estimated geothermal gradients on Mars temperatures <60 degC might still be consistent with (but do not require) moderate burial. However, our ability to identify interstratified minerals is greatly limited by the lack of access to traditional treatments methods used in the lab (e.g., ethylene glycol solvation). Our preferred explanation for the origin of trioctahedral smectites in Sheepbed mudstone is in situ production via reaction of olivine, water and Si-bearing amorphous material, an important mudstone component detected by XRD. Elevated levels of magnetite in the Sheepbed and the trioctahedral monomineralic nature of the clay minerals support this model. These observations, combined with previous studies of olivine stability, support the persistence of circum-neutral hydrous conditions for thousands of years at YKB.
A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.
A peak-seeking control approach for real-time trim configuration optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control approach is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are controlled for optimization of fuel flow. This paper presents the design and integration of this peak-seeking controller on a modified NASA F/A-18 airplane with research flight control computers. A research flight was performed to collect data to build a realistic model of the performance function and characterize measurement noise. This model was then implemented into a nonlinear six-degree-of-freedom F/A-18 simulation along with the peak-seeking control algorithm. With the goal of eventual flight tests, the algorithm was first evaluated in the improved simulation environment. Results from the simulation predict good convergence on minimum fuel flow with a 2.5-percent reduction in fuel flow relative to the baseline trim of the aircraft.
A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. This presentation also focuses on the design of the flight experiment and the practical challenges of conducting the experiment.
A peak-seeking control approach for real-time trim configuration optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control approach is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an FA-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are controlled for optimization of fuel flow. This presentation presents the design and integration of this peak-seeking controller on a modified NASA FA-18 airplane with research flight control computers. A research flight was performed to collect data to build a realistic model of the performance function and characterize measurement noise. This model was then implemented into a nonlinear six-degree-of-freedom FA-18 simulation along with the peak-seeking control algorithm. With the goal of eventual flight tests, the algorithm was first evaluated in the improved simulation environment. Results from the simulation predict good convergence on minimum fuel flow with a 2.5-percent reduction in fuel flow relative to the baseline trim of the aircraft.
A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.
The Mars Science Laboratory (MSL) Rover, Curiosity spent approx 150 sols at Yellowknife Bay (YKB) studying a section of fluvio-lacustrine sedimentary rocks (with potential indications of volcanic influence), informally known as the Yellowknife Bay formation. YKB lies in a distal region of the Peace Vallis alluvial fan, which extends from the northern rim of Gale Crater toward the dune field at the base of Mt Sharp. Sedimentological and stratigraphic observations are consistent with the Yellowknife Bay formation being part of a distal fan deposit, which could be as young as middle Hesperian to even early Amazonian in age (approx. 3.5 to 2.5 Ga). The Yellowknife Bay formation hosts a unit of mudstone called the Sheepbed member. Curiosity obtained powdered rock samples from two drill holes in the Sheepbed Member, named John Klein and Cumberland, and delivered them to instruments in Curiosity. Data from CheMin, a combined X-ray diffraction (XRD)/X-ray fluorescence instrument (XRF), has allowed detailed mineralogical analysis of mudstone powders revealing a clay mineral component of approx. 20 wt.% in each sample. The clay minerals are important indicators of paleoenvironmental conditions and sensitive recorders of post-depositional alteration processes. The XRD pattern of John Klein reveals a 02l band consistent with a trioctahedral phyllosilicate. A broad peak at approx. 10A with a slight inflexion at approx. 12A indicates the presence of 2:1 type clay minerals in the John Klein sample. The trioctahedral nature of the clay minerals, breadth of the basal reflection, and presence of a minor component with larger basal spacing suggests that John Klein contains a trioctahedral smectite (probably saponite), whose interlayer is largely collapsed because of the low-humidity conditions. The XRD patterns show no evidence of corrensite (mixed-layer chlorite/smectite) or chlorite, which are typical diagenetic products of trioctahedral smectites when subjected to burial and heating >60 C in the presence of water. Given estimated geothermal gradients on Mars temperatures <60 C might still be consistent with (but do not require) moderate burial. However, our ability to identify interstratified minerals is greatly limited by the lack of access to traditional treatments methods used in the lab (e.g., ethylene glycol solvation). Our preferred explanation for the origin of trioctahedral smectites in Sheepbed mudstone is in situ production via reaction of olivine, water and Si-bearing amorphous material, an important mudstone component detected by XRD. Elevated levels of magnetite in the Sheepbed and the trioctahedral monomineralic nature of the clay minerals support this model. These observations, combined with previous studies of olivine stability, support the persistence of circum-neutral hydrous conditions for thousands of years at YKB.
Estimates of the effective thickness of the Martian elastic lithosphere are reviewed, and these thickness values are converted to estimates of lithospheric thermal gradients and surface heat flow by means of temperature-dependent strength envelopes. The results of estimates of thermal gradients for various locations, together with the information on the geological epochs appropriate to each estimate of thermal gradient, were related to the global heat flux, the interior thermal evolution, the Martial lithospheric reheating mechanisms, and the evolution of major volcanic provinces on Mars.
To meet ballistic requirements, medium and small caliber propellants use deterrent coatings to obtain burn rate progressivity. The required amount and distribution of deterrent varies between gun systems, propellant types, and often between lots. Micro Fourier Transform Infrared (FTIR) spectroscopy was used to measure deterrent gradients in RP36 propellants coated with methyl centralite (MC) at different deterrent levels and different processing conditions. The aromatic C-C bonds at 1496 cm(exp -1) wavenumber were used to monitor the deterrent profiles through the grain. Deterrent gradients measured with FTIR spectroscopy were then used to estimate burn rate gradients in the deterred grains. Burn rates were calculated from literature models and from closed bomb data of RP36 containing uniform deterrent concentration. Finally, the burn rate gradients were input into an IBHFG2 model of a 200 cc-closed bomb. The early flame spreading portion of the closed bomb ballistic cycle (0 to 0.2 P/Pmax) was roughly modeled by dividing the charge up into five propellant decks and igniting them at different times in the ballistic cycle. Pressure traces and vivacity curves from closed bomb shots were compared to predictions. In addition to the burn rate gradient, the closed bomb pressure trace was heavily dependent on ignition and flame spread. These two phenomena were not readily distinguishable from one another in deterred grains. The same RP-36 propellant was shot in a 25 mm M793TP round which was again modeled with IBHVG2. Peak pressure and muzzle velocity were accurately modeled when erosive burning effects were empirically factored into the model.
The minimum critical Reynolds numbers for the similar solutions of the compressible laminar boundary layer computed by Cohen and Reshotko and also for the Falkner and Skan solutions as recomputed by Smith have been calculated by Lin's rapid approximate method for two-dimensional disturbances. These results enable the stability of the compressible laminar boundary layer with heat transfer and pressure gradient to be easily estimated after the behavior of the boundary layer has been computed by the approximate method of Cohen and Reshotko. The previously reported unusual result (NACA Technical Note 4037) that a highly cooled stagnation point flow is more unstable than a highly cooled flat-plate flow is again encountered. Moreover, this result is found to be part of the more general result that a favorable pressure gradient is destabilizing for very cool walls when the Mach number is less than that for complete stability. The minimum critical Reynolds numbers for these wall temperature ratios are, however, all larger than any value of the laminar-boundary-layer Reynolds number likely to be encountered. For Mach numbers greater than those for which complete stability occurs a favorable pressure gradient is stabilizing, even for very cool walls.