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The Mars Pathfinder mission, scheduled for launch in December, 1996, will use an airbag system to safely deliver a lander to the Martian surface. The airbag landing system has undergone a comprehensive test program during its evolution from initial design phase to final qualification and acceptance testing.
A paradigm for control law design for modern engineering systems is proposed: Minimize control law complexity subject to the achievement of a specified accuracy in the face of a specified level of uncertainty. Correspondingly, the overall goal is to make progress towards the development of a control law design methodology which supports this paradigm. Researchers achieve this goal by developing a general theory of optimal constrained-structure dynamic output feedback compensation, where here constrained-structure means that the dynamic-structure (e.g., dynamic order, pole locations, zero locations, etc.) of the output feedback compensation is constrained in some way. By applying this theory in an innovative fashion, where here the indicated iteration occurs over the choice of the compensator dynamic-structure, the paradigm stated above can, in principle, be realized. The optimal constrained-structure dynamic output feedback problem is formulated in general terms. An elegant method for reducing optimal constrained-structure dynamic output feedback problems to optimal static output feedback problems is then developed. This reduction procedure makes use of star products, linear fractional transformations, and linear fractional decompositions, and yields as a byproduct a complete characterization of the class of optimal constrained-structure dynamic output feedback problems which can be reduced to optimal static output feedback problems. Issues such as operational/physical constraints, operating-point variations, and processor throughput/memory limitations are considered, and it is shown how anti-windup/bumpless transfer, gain-scheduling, and digital processor implementation can be facilitated by constraining the controller dynamic-structure in an appropriate fashion.
The Solar Dynamic Ground Test Demonstration (SDGTD) successfully demonstrated a solar-powered closed Brayton cycle system in a relevant space thermal environment. In addition to meeting technical requirements the project was completed 4 months ahead of schedule and under budget. The following conclusions can be supported: 1. The component technology for solar dynamic closed Brayton cycle technology has clearly been demonstrated. 2. The thermal, optical, control, and electrical integration aspects of systems integration have also been successfully demonstrated. Physical integration aspects were not attempted as these tend to be driven primarily by mission-specific requirements. 3. System efficiency of greater than 15 percent (all losses fully accounted for) was demonstrated using equipment and designs which were not optimized. Some preexisting hardware was used to minimize cost and schedule. 4. Power generation of 2 kWe. 5. A NASA/industry team was developed that successfully worked together to accomplish project goals. The material presented in this report will show that the technology necessary to design and fabricate solar dynamic electrical power systems for space has been successfully developed and demonstrated. The data will further show that achieved results compare well with pretest predictions. The next step in the development of solar dynamic space power will be a flight test.
Parallel processing of symbolic computations on a message-passing multi-processor presents one challenge: To effectively utilize the available processors, the load must be distributed uniformly to all the processors. However, the structure of these computations cannot be predicted in advance. go, static scheduling methods are not applicable. In this paper, we compare the performance of two dynamic, distributed load balancing methods with extensive simulation studies. The two schemes are: the Contracting Within a Neighborhood (CWN) scheme proposed by us, and the Gradient Model proposed by Lin and Keller. We conclude that although simpler, the CWN is significantly more effective at distributing the work than the Gradient model.
A dynamic control policy known as 'threshold queueing' is defined for scheduling customers from a Poisson source on a set of two exponential servers with dissimilar service rates. The slower server is invoked in response to instantaneous system loading as measured by the length of the queue of waiting customers. In a threshold queueing policy, a specific queue length is identified as a 'threshold,' beyond which the slower server is invoked. The slower server remains busy until it completes service on a customer and the queue length is less than its invocation threshold. Markov chain analysis is employed to analyze the performance of the threshold queueing policy and to develop optimality criteria. It is shown that probabilistic control is suboptimal to minimize the mean number of customers in the system. An approximation to the optimum policy is analyzed which is computationally simple and suffices for most operational applications.
Six Jet A fuels, with varying compositions, were tested for low temperature flowability in a 190-liter simulator tank that modeled a section of a wing tank of a wide-body commercial airplane. The insulated tank was chilled by circulating coolant through the upper and lower surfaces. Flow-ability was determined as a function of fuel temperature by holdup, the fraction of unflowable fuel remaining in the tank after otherwise complete withdrawal. In static tests with subfreezing tank conditions, hold up varied with temperature and fuel composition. However, a general correlation of two or three classes of fuel type was obtained by plotting holdup as a function of the difference between freezing point and boundary-layer temperature, measured 0.6 cm above the bottom tank surface. Dynamic conditions of vibrations and slosh or rate of fuel withdrawal had very minor effects on holdup. Tests with cooling schedules to represent extreme, cold-day flights showed, at most, slight holdup for any combination of fuel type or dynamic conditions. Tests that superimposed external fuel heating and recirculation during the cooldown period indicates reduced hold up by modification of the low-temperature boundary layer. Fuel heating was just as effective when initiated during the later times of the tests as when applied continuously.
This paper describes the flight test evaluation of an advanced digital helicopter flight control system. The controller was designed using an optimal control design procedure for a fully coupled lateral and longitudinal vehicle model. Explicit integrals of the guidance error were included to produce a type 1 characteristic. Gain scheduling was used to account for changes in the vehicle dynamics. The digital controller was exercised by combining it with state estimators, a trajectory generator, and a closed-loop guidance algorithm to form a helicopter autoland system. A CH-47 tandem rotor helicopter was equipped with sensors, on-board digital flight computers, and electrohydraulic actuators. The system was exercised by automatically flying straight-in descending decelerating trajectories typcial of VFR manual landing approaches. A description of the test-ground facilities, the flight hardware and software, and the velocity and position tracking performance is included.
The authors describe an intelligent tool designed to aid managers of software development projects in planning, managing, and controlling the development process of medium- to large-scale software projects. Its purpose is to reduce uncertainties in the budget, personnel, and schedule planning of software development projects. It is based on dynamic model for the software development and maintenance life-cycle process. This dynamic process is composed of a number of time-varying, interacting developmental phases, each characterized by its intended functions and requirements. System dynamics is used as a modeling methodology. The resulting Software LIfe-Cycle Simulator (SLICS) and the hybrid expert simulation system of which it is a subsystem are described.
A real-time software controller that successfully integrates domain-based and resource-based control reasoning to perform task execution in a dynamically changing environment is described. The design of the controller is based on the concept of partitioning the process to be controlled into a set of tasks, each of which achieves some process goal. It is assumed that, in general, there are multiple ways (tasks) to achieve a goal. The controller dynamically determines current goals and their current criticality, choosing and scheduling tasks to achieve those goals in the time available. It incorporates rule-based goal reasoning, a TMS-based criticality propagation mechanism, and a real-time scheduler. The controller has been used to build a knowledge-based situation assessment system that formed a major component of a real-time, distributed, cooperative problem solving system built under DARPA contract. It is also being employed in other applications now in progress.
The NDE of Orbiter Vehicle-102 tile bonds, performed in August 1991, is described. The evaluation was carried out in order to help NASA develop fast, reliable methods to diagnose problems in tile bonding other than the present 'pull' and 'wiggle' tests. The NDE did not find any indication of bond problems, and all bonds were classified as 'nominal'. The feasibility of using NDE techniques in a dynamic, real-world environment without interfering with Shuttle rework schedules is shown. The data will be useful in verifying analytical models of tile behavior developed at the University of Central Florida. The need for a tile test bed containing known tile misbonds is suggested.
A set of programs was written to test the functionality and performance of the Alsys Ada implementation of the Catalogue of Interface Features and Options (CIFO), a set of optional Ada packages for real-time applications. No problems were found with the task id, preemption control, or shared-data packages. Minor problems were found with the dispatching control, dynamic priority, events, non-waiting entry call, semaphore, and scheduling packages. The Alsys implementation is derived mostly from Release 2 of the CIFO standard, but includes some of the features of Release 3 and some modifications unique to Alsys. Performance measurements show that the semaphore and shared-data features are an order-of-magnitude faster than the same mechanisms using an Ada rendezvous. The non-waiting entry call is slightly faster than a standard rendezvous. The existence of errors in the implementation, the incompleteness of the documentation from the published standard impair the usefulness of this implementation. Despite those short-comings, the Alsys CIFO implementation might be of value in the development of real-time applications.
Managing trajectory separation is critical to ensuring accessibility, efficiency, and safety in the unmanned airspace. The notion of geo-fences is an emerging concept, where distance buffers enclose individual trajectories and areas of operation in order to manage the airspace. Currently, the Air Traffic Management system for commercial travel defines static distance buffers around the aircraft; however, commercial UASs are envisioned to operate in significantly closer proximity to other UAS requiring a geo-fence for spacing operations. The geo-fence size can be determined based on vehicle performance characteristics, state of the airspace, weather, and other unforeseen events such as emergency or disaster response. Calculation of the geo-fence size could be determined as part of pre-flight planning and during real-time operations. A largely non-homogeneous fleet of UASs will be operating in low altitude and will likely be commercially developed. Due to intellectual property concerns, the operators may not provide detailed specifications of the control system to UTM. In addition, the huge variety of UAS makes modeling each control system prohibitive and flight data for these vehicles may not exist. Therefore, a generalized, simple geo-fence sizing algorithm must be developed such that it does not rely on detailed knowledge of the vehicle control system, accounts for the presence of urban winds, and is sufficiently accurate. In this work, two simple models are investigated to determine its feasibility as an adequate means for calculating the geo-fence size. The vehicle data used in this work are provided by UAS manufactures who have partnered with NASA's UTM project and some publicly available websites. The first model utilizes wind data processed from the NOAA HRRR (Hourly Rapid Refresh) product and Sonar Annemometer data provided by San Jose State. The second model utilizes OpenFOAM which is a CFD code used to generate a wind field for flow around a single building. The key vehicle performance parameters can include UAS response time to disturbances, command to actuation latency, control system rate limits, time to recovery to desired path, and aerodynamics. It was found that the first model provides an initial understanding of geo-fence sizing, but does not provide enough accuracy to provide UTM with an efficient means of scheduling vehicles. The results of the second model reveal that modeling UAS controls systems with a linearized plant and gain scheduled PID controller does not allow capture the UAS flight dynamics within a significant envelope of the wind disturbances.
Information about the spatiotemporal variability of soil moisture is critical for many purposes, including monitoring of hydrologic extremes, irrigation scheduling, and prediction of agricultural yields. We evaluated the temporal dynamics of 18 state-of-the-art (quasi-)global near-surface soil moisture products, including six based on satellite retrievals, six based on models without satellite data assimilation (referred to hereafter as “open-loop” models), and six based on models that assimilate satellite soil moisture or brightness temperature data. Seven of the products are introduced for the first time in this study: one multi-sensor merged satellite product called MeMo (Merged soil Moisture) and six estimates from the HBV (Hydrologiska Byråns Vattenbalansavdelning) model with three precipitation inputs (ERA5, IMERG, and MSWEP) with and without assimilation of SMAPL3E satellite retrievals, respectively. As reference, we used in situ soil moisture measurements between 2015 and 2019 at 5 cm depth from 826 sensors, located primarily in the USA and Europe. The 3-hourly Pearson correlation (R) was chosen as the primary performance metric. We found that application of the Soil Wetness Index (SWI) smoothing filter resulted in improved performance for all satellite products. The best-to-worst performance ranking of the four single-sensor satellite products was SMAPL3E SWI , SMOS SWI , AMSR2 SWI , and ASCAT SWI , with the L-band-based SMAPL3E SWI (median R of 0.72) outperforming the others at 50 % of the sites. Among the two multi-sensor satellite products (MeMo and ESA-CCI SWI ), MeMo performed better on average (median R of 0.72 versus 0.67), probably due to the inclusion of SMAPL3E SWI . The best-to-worst performance ranking of the six open-loop models was HBV-MSWEP, HBV-ERA5, ERA5-Land, HBV-IMERG, VIC-PGF, and GLDAS-Noah. This ranking largely reflects the quality of the precipitation forcing. HBV-MSWEP (median R of 0.78) performed best not just among the open-loop models but among all products. The calibration of HBV improved the median R by +0.12 on average compared to random parameters, highlighting the importance of model calibration. The best-to-worst performance ranking of the six models with satellite data assimilation was HBV-MSWEP+SMAPL3E, HBV-ERA5+SMAPL3E, GLEAM, SMAPL4, HBV-IMERG+SMAPL3E, and ERA5. The assimilation of SMAPL3E retrievals into HBV-IMERG improved the median R by +0.06, suggesting that data assimilation yields significant benefits at the global scale.
The problem of multiprogram scheduling on a single processor is studied from the viewpoint of the characteristics peculiar to the program functions that need guaranteed service. It is shown that an optimum fixed priority scheduler possesses an upper bound to processor utilization which may be as low as 70 percent for large task sets. It is also shown that full processor utilization can be achieved by dynamically assigning priorities on the basis of their current deadlines. A combination of these two scheduling techniques is also discussed.
The objective of this study was to evaluate the requirements (including system integration, design, test requirements, and schedule) for the propulsion and power conversion systems of a nuclear electric propulsion (NEP) vehicle using an SP-100 reactor with a dynamic power conversion system, Li-propellant magnetoplasmadynamic (MPD) thrusters, Li-propellant storage and feed systems, and the power conditioning electronics required to convert the power output from the power system to the form (voltage, current) needed by the thrusters. Potassium-Rankine power conversion systems have the potential for the greatest mission benefit in terms of minimum mass and volume (as compared to Brayton or Stirling power conversion systems), but they require the most development.
The overall feasibility of the technical requirements and concepts for a rotor system research aircraft (RSRA) was determined. The designs of two aircraft were then compared against the RSRA requirements. One of these is an all new aircraft specifically designed as an RSRA vehicle. A new main rotor, transmission, wings, and fuselage are included in this design. The second aircraft uses an existing Sikorsky S-61 main rotor, an S-61 roller gearbox, and a highly modified Sikorsky S-67 airframe. The wing for this aircraft is a new design. Both aircraft employ a fan-in-fin anti-torque/yaw control system, T58-GE-16 engines for rotor power, and TF34-GE-2 turbofans for auxiliary thrust. Each aircraft meets the basic requirements and goals of the program. The all new aircraft has inflight variable main rotor shaft tilt, a side-by-side cockpit seating arrangement, and is slightly faster in the compound mode. It is also somewhat lighter since it uses new dynamic components specifically designed for the RSRA. Preliminary development plans, including schedules and costs, were prepared for both of these aircraft.
Preliminary designs and the supporting analysis for both the Aeromaneuvering Orbit-to-Orbit Shuttle (AMOOS) and the Aeromaneuvering Recovery System (AMRS) are presented. The AMOOS design is shown to yield from twice to almost three times the high energy, round-trip payloads as a purely propulsive vehicle of the same weight. Typically AMOOS can perform a crew rotation mission to equatorial geosynchronous orbit in one space shuttle launch. The flight test program analysis modeled parameters such as maximum dynamic pressure, heating rates, guidance, stability and recovery. Two model flight schedules were developed, one consisting of four flights and the other of two flights. The former is considered a very low risk, high information return program whereas the latter is a minimal cost program consistent with reasonable data returns and chance of success. The AMOOS and AMRS guidance scheme developed using linear regulator theory proved a precise and accurate guidance scheme. Both it and a classical linear system's based scheme were evaluated using 65 simulated trajectories in which the position in the entry corridor and the atmospheric density were varied randomly.
A mode synthesis development to be scheduled in the NASTRAN multi-level substructuring system for general dynamics applications is described. The method combines the better features of several state of the art mode synthesis techniques, yet is general enough to provide for any arbitrary combination of boundary degrees of freedom and normal mode boundary conditions. Normal modes or complex eigenvectors may be used in the definition of a structure component which may be combined with other components of any type. Combination structures fabricated from component modes may be processed as normal substructures, including further multi-stage mode synthesis reductions. Included are discussions of the user control of the system and advantages in actual application.