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Results for “Variable Trajectory”

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.

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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1991

A time domain inverse dynamic method for the end point tracking control of a flexible manipulator

The inverse dynamic equation of a flexible manipulator was solved in the time domain. By dividing the inverse system equation into the causal part and the anticausal part, we calculated the torque and the trajectories of all state variables for a given end point trajectory. The interpretation of this method in the frequency domain was explained in detail using the two-sided Laplace transform and the convolution integral. The open loop control of the inverse dynamic method shows an excellent result in simulation. For real applications, a practical control strategy is proposed by adding a feedback tracking control loop to the inverse dynamic feedforward control, and its good experimental performance is presented.

Kwon, Dong-Soo↗
NASA NTRS1999

The Influence of Airmass Histories on Radical Species during POLARIS

The Goddard trajectory chemistry model was used with ER-2 aircraft data to test our current knowledge of radical photochemistry during the POLARIS (Polar Ozone Loss in the Arctic Region In Summer) campaign. The results of the trajectory chemistry model with and without trajectories are used to identify cases where steady state does not accurately describe the measurements. Over the entire mission, using trajectory chemistry reduces the variability in the modeled NO(x) comparisons to data by 25% with respect to the same model simulating steady state. Although the variability is reduced, NO(x)/NO(y) trajectory model results were found to be systematically low relative to the observations by 20-30% as seen in previous studies. Using new rate constants for reactions important in NO(y) partitioning improves the agreement of NO(x)/NO(y) with the observations but a 5-10% bias still exists. OH and HO2 individually are underpredicted by 15% of the standard steady state model and worsen with the new rate constants. Trajectory chemistry model results of OH/HO2 were systematically low by 10-20% but improve using the new rates constants because of the explicit dependence on NO. This suggests that our understanding of NO(x) is accurate to the 20% level and HO(x) chemistry is accurate to the 30% level in the lower stratosphere or better for the POLARIS regime. The behavior of the NO(x) and HO(x) comparisons to data using steady state versus trajectory chemistry and with updated rate coefficients is discussed in ten-ns of known chemical mechanisms and lifetimes.

Pierson, J. M.↗
NASA NTRSDate not supplied

Integrated Crewed Mars Mission Analysis, Part II: The Trajectory Strikes Back

Crewed missions to Mars present a challenging problem involving strong interactions between a variety of spacecraft systems. Design and architecture decisions made by one system can have powerful implications for another. Siloed subsystem development and optimization efforts are unlikely to generate optimal results for the integrated system and may lead to counterproductive investments at the mission and system level. Mismatched assumptions between different subsystems can also negatively impact the final result. Integrated systems analysis, trade studies, and sensitivity analysis are a critical element of successful Mars mission design. Previous work examined the linkages between Environmental Control and Life Support System (ECLSS) loop closure, food water content, spares Probability of Sufficiency (POS), and other factors by performing an integrated mass and cost assessment of a variety of Mars habitat and transportation system designs. This paper expands upon that work by evaluating the impact of mission duration, trajectory, and propulsion technology alongside key habitat variables. Transportation system and trajectory design decisions have enormous impacts on overall system mass, and the impacts of those decisions are themselves sensitive to the mass of the habitat that is being transported. This paper examines a variety of mission cases and evaluates total departure mass for each case. An estimate of relative costs for specific cases is also provided. The results are discussed, with an emphasis on the sensitivity of mass, cost, and other figures of merit to key parameters. Interactions and dependencies between various decisions, particularly those that relate to technology investments, are also highlighted. Overall, the various elements, systems, and subsystems required to support human spaceflight should not be optimized and evaluated in isolation, but instead should be analyzed as part of an integrated system. This paper demonstrates how integrated analysis can improve system understanding and lead to more optimal and effective crewed exploration systems.

Human Spaceflight↗
NASA NTRSDate not supplied

Integrated Crewed Mars Mission Analysis, Part II: The Trajectory Strikes Back

Crewed missions to Mars present a challenging problem involving strong interactions between a variety of spacecraft systems. Design and architecture decisions made by one system can have powerful implications for another. Siloed subsystem development and optimization efforts are unlikely to generate optimal results for the integrated system and may lead to counterproductive investments at the mission and system level. Mismatched assumptions between different subsystems can also negatively impact the final result. Integrated systems analysis, trade studies, and sensitivity analysis are a critical element of successful Mars mission design. Previous work examined the linkages between Environmental Control and Life Support System (ECLSS) loop closure, food water content, spares Probability of Sufficiency (POS), and other factors by performing an integrated mass and cost assessment of a variety of Mars habitat and transportation system designs. This paper expands upon that work by evaluating the impact of mission duration, trajectory, and propulsion technology alongside key habitat variables. Transportation system and trajectory design decisions have enormous impacts on overall system mass, and the impacts of those decisions are themselves sensitive to the mass of the habitat that is being transported. This paper examines a variety of mission cases and evaluates total departure mass for each case. An estimate of relative costs for specific cases is also provided. The results are discussed, with an emphasis on the sensitivity of mass, cost, and other figures of merit to key parameters. Interactions and dependencies between various decisions, particularly those that relate to technology investments, are also highlighted. Overall, the various elements, systems, and subsystems required to support human spaceflight should not be optimized and evaluated in isolation, but instead should be analyzed as part of an integrated system. This paper demonstrates how integrated analysis can improve system understanding and lead to more optimal and effective crewed exploration systems.

Human Spaceflight↗
DOE OSTI2025

Evaluation of Marine Boundary Layer Clouds Over the Northeast Pacific During the CSET Campaign in E3SM Version 2

It is still challenging to reproduce marine boundary layer (MBL) clouds well in large-scale models despite their importance to the Earth's radiation budget and hydrological cycle. This study evaluates representation of the MBL and clouds in the Energy Exascale Earth System Model (E3SM) version 2. This study compares the E3SM simulation results with remote sensing and reanalysis data during the Cloud System Evolution in the Trades (CSET) field campaign to better understand the stratocumulus-to-cumulus cloud transition (SCT) over the northeast Pacific. E3SM results are extracted along the CSET Lagrangian trajectories. The comparison shows that the E3SM simulation applying horizontal wind nudging performs well in reproducing thermodynamic variables of the MBL and evolution trends of cloud variables along the trajectories. However, substantial overestimations of aerosol and cloud drop number (N d ) are observed, which is explained as an issue with version 2 of the model. Cloud fraction (CF) does decrease from the Californian coast to Hawaii in the E3SM simulation, but most CF values indicate either an overcast or almost clear sky, which differs from satellite and reanalysis data. The effect of N d overestimation on CF evolution is assessed via prescribed-N d simulations. Those simulations with N d modifications show negligible CF changes. A comparison of estimated inversion strength (EIS) also shows that the simulated EIS values are similar to those of reanalysis data. Our study suggests that cloud macrophysics and boundary layer processes are more important in improving the simulation to capture the SCT than refining the model's thermodynamics or cloud microphysics.

Choi, Kyoung Ock [Univ. of Washington, Seattle, WA↗
NASA NTRSDate not supplied

Fuel-Optimal Trajectory Optimization of Mach 0.745 Transonic Truss-Braced Wing with Variable Camber Continuous Trailing Edge Flap

This paper describes a fuel-optimal trajectory optimization of the Mach 0.745 Transonic Truss-Braced Wing with the variable camber continuous trailing edge flaps (VCCTEF) capable of changing the chordwise pressure distribution and spanwise lift distribution to minimize drag. The trajectory optimization is posed as a minimization of the fuel burn over a fixed cruise range. The trajectory optimization is formulated by the adjoint method which results in a two-point boundary value problem. A numerical shooting method is implemented to solve the minimum-fuel trajectory optimization. The results indicates a fuel burn reduction of 793 lbs or 5.5% for a cruise range of 3000 miles. An approximate trajectory optimization is proposed using a single adjoint variable. This leads to a greatly simplified analytical solution of the adjoint solution. The results of the approximate trajectory optimization are in excellent agreement with those obtained by the shooting method. The approximate trajectory optimization produces a fuel burn reduction of 615 lbs or 4.3%.

Trajectory Optimization↗
NASA NTRS1982

Optimal short-range trajectories for helicopters

An optimal flight path algorithm using a simplified altitude state model and a priori climb cruise descent flight profile was developed and applied to determine minimum fuel and minimum cost trajectories for a helicopter flying a fixed range trajectory. In addition, a method was developed for obtaining a performance model in simplified form which is based on standard flight manual data and which is applicable to the computation of optimal trajectories. The entire performance optimization algorithm is simple enough that on line trajectory optimization is feasible with a relatively small computer. The helicopter model used is the Silorsky S-61N. The results show that for this vehicle the optimal flight path and optimal cruise altitude can represent a 10% fuel saving on a minimum fuel trajectory. The optimal trajectories show considerable variability because of helicopter weight, ambient winds, and the relative cost trade off between time and fuel. In general, reasonable variations from the optimal velocities and cruise altitudes do not significantly degrade the optimal cost. For fuel optimal trajectories, the optimum cruise altitude varies from the maximum (12,000 ft) to the minimum (0 ft) depending on helicopter weight.

Slater, G. L.↗
NASA NTRS2013

Recent Climate and Ice-Sheet Changes in West Antarctica Compared with the Past 2,000 Years

Changes in atmospheric circulation over the past five decades have enhanced the wind-driven inflow of warm ocean water onto the Antarctic continental shelf, where it melts ice shelves from below1-3. Atmospheric circulation changes have also caused rapid warming4 over the West Antarctic Ice Sheet, and contributed to declining sea-ice cover in the adjacent Amundsen-Bellingshausen seas5. It is unknown whether these changes are part of a longer-term trend. Here, we use waterisotope (Delta O-18) data from an array of ice-core records to place recent West Antarctic climate changes in the context of the past two millennia. We find that the δ18O of West Antarctic precipitation has increased significantly in the past 50 years, in parallel with the trend in temperature, and was probably more elevated during the 1990s than at any other time during the past 200 years. However, Delta O-18 anomalies comparable to those of recent decades occur about 1% of the time over the past 2,000 years. General circulation model simulations suggest that recent trends in Delta O-18 and climate in West Antarctica cannot be distinguished from decadal variability that originates in the tropics. We conclude that the uncertain trajectory of tropical climate variability represents a significant source of uncertainty in projections of West Antarctic climate and ice-sheet change.

Ice-sheet↗
DOE OSTI2025

Demography, dynamics and data: building confidence for simulating changes in the world's forests

Vegetation demographic models (VDMs) are advanced tools for simulating forest responses to climate and land-use changes, and are essential for projecting carbon cycling and large-scale forest management strategies. Despite their increasing incorporation into Earth System Models, VDMs differ in their demographic assumptions, with no prior quantitative comparison of their performance. We benchmarked nine VDMs against observational data from boreal, temperate and tropical sites, assessing their accuracy in predicting tree growth, carbon turnover, biomass stocks and size distributions. Models were simulated under consistent climate conditions with postdisturbance recovery monitored for at least 420 yr. Postdisturbance carbon recovery trajectories showed significant variability while remaining within observational ranges. Initial regrowth rates varied substantially (0.03-0.60, 0.18-0.70 and 0.35-1.10 kgCm-2 yr-1 for boreal, temperate and tropical sites, respectively), influenced by each model's initial forest state. Models captured mature forest carbon content but showed compensating effects between overestimated growth and underestimated mortality rates. This first multi-model benchmarking identifies growth and mortality rates as critical calibration targets and highlights the need to refine postdisturbance establishment conditions for model development. We outline specific benchmarking variables needed to improve predictions of forest responses to environmental change.

demographic vegetation model benchmarking↗
NASA NTRS1982

Measurements of SO2 in the Mount St. Helens debris

Routine measurements of ozone and SO2 are made with the Dobson and Brewer spectrophotometers at the Atmospheric Environment Service in Downsview Ontario. On May 20 and 21, 1980, large values of column SO2 were observed with both spectrophotometers at the time of passage of the Mount St. Helens debris. Enhanced SO2 values were first observed at 1800Z on May 20. The maximum column amount of SO2 measured was 0.06 cm at 2200 Z. On May 21, SO2 values slowly decreased from 0.03 cm at 1100 Z cm to 0.01 cm at 2000Z. Typical SO2 amounts due to pollution at the Downsview site are approximately 0.003 to 0.005 cm. At the same time of maximum SO2 enhancement, both Dobson and Brewer spectrophotometers measured a 0.040 cm decrease of total ozone. It is not clear whether the decrease of total ozone was caused by the volcanic cloud or natural ozone variability. Air mass trajectories indicate that the altitude of the debris cloud, which passed over Downsview at the time, was between 10 km and 12 km.

Kerr, J. B.↗
NASA NTRS1983

Optimal short range trajectories for helicopters

An optimal flight path algorithm using a simplified altitude state model and an apriori climb-cruise-descent flight profile has been developed and applied to determine minimum fuel and minimum cost trajectories for a helicopter flying a fixed range trajectory. The performance model is based on standard flight manual data and is such that on-line trajectory optimization is feasible with a relatively small computer. The results show that the optimal flight path and optimal cruise altitude can represent a 10 percent fuel saving on a minimum fuel trajectory. The optimal trajectories show considerable variability due to helicopter weight, ambient winds and the relative cost trade-off between time and fuel. In general, 'reasonable' variations from the optimal velocities and cruise altitudes do not significantly degrade the optimal cost.

Slater, G. L.↗
NASA NTRSDate not supplied

Leveraging Resonant Terminator Orbits for the Trajectory Design of OSIRIS-APEX at (99942) Apophis

The OSIRIS-REx spacecraft has been approved for an extended mission (OSIRIS-APEX) to visit the asteroid (99942) Apophis. In this paper we outline a potential design for the spacecraft’s trajectory during the variable phase orbit segment of the APEX mission. This phase of the mission, nominally expected to begin in January2030, has the primary goal of collecting image and spectral data of the full asteroid surface at a wide variety of illumination conditions without requiring frequent firing of the spacecraft thrusters. This work will focus on leveraging resonant terminator orbits (RTOs) in order to satisfy these goals and the associated science requirements. Though this segment will occur after Apophis’ closest flyby of Earth in April 2029, the proposed design utilizes the current best estimates of the asteroid’s orbital elements and physical properties at that time when designing the spacecraft’s orbit.

Gavin M Brown↗