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The emerging urban air mobility (UAM) sector in aerospace is driving development of unconventional multi-modal vehicle configurations and autonomous flight. The combination of multi-modal vehicle dynamics, complex environment, requirements to deal with flight contingencies in an efficient and safe manner, as well as necessity for precise trajectory following and performance, are the driving influence behind adaptive optimization for system performance. We are interested in trajectory optimization algorithm that would system parameter estimation and identifying the optimal switching time between modes of hybrid dynamical systems. This presentation discusses a parameterized optimal control trajectory optimization algorithm that is an extended and generalized version of Differential Dynamic Programming (DDP), titled Parameterized Differential Dynamic Programming (PDDP). DDP is an efficient trajectory optimization algorithm relying on second order approximations of a system’s dynamics and cost function and has recently been applied to optimize systems with time invariant parameters. Experiments are presented applying PDDP to solve model predictive control (MPC) and moving horizon estimation (MHE) tasks simultaneously. In particular, PDDP is used to determine the optimal transition point between flight regimes of a complex urban air mobility (UAM) class vehicle exhibiting multiple phases of flight and to identify and compensate for actuation faults.
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The Ghost Collider makes use of unique “ghost” bunches, which are electrically neutral combinations of electrons and positrons within the same RF bucket, eliminates the beam-beam effects typically present at the interaction point (IP) in conventional colliders. This allows for the novel possibility of placing multiple interaction regions in series, achieving additive luminosity without introducing significant disruption. However, to get higher luminosity, the beta functions at the IP reaches millimeter scale, which in turn adds significant chromatic contribution to the collider. Correcting these chromatic effects is essential to maintain beam stability and ensure high luminosity during collider operation. By carefully adjusting the phase advance between two IRs that are placed in series, it becomes possible to cancel chromaticity globally, enabling stable collider operation while preserving high luminosity. In this paper we discuss the design of such IR/IRs to be used in a ghost collider.
Collision of birds and bats with wind turbines is a conservation concern for both land-based and offshore wind projects. The fatality rates of birds and bats at land-based turbines are well documented. The measurement strategies on land focus on finding carcasses following collision, estimating the number of carcasses missed through searcher efficiency, carcass persistence trials and carcass fall distributions, and modeling statistically robust fatality rates. Few technologies have been developed to monitor offshore bird and bat collisions, and many that have been developed focused on detecting collisions with large birds. The few studies that have attempted to document collisions at offshore turbines do not account for smaller bodied animals or for collisions that might be missed, which prevents the calculation of statistically robust fatality rates. The overall goal of this report, A Multi-Sensor Approach for Measuring Bird and Bat Collisions with Offshore Wind Turbines (Project), was to develop an effective multi-sensor system for quantifying bird and bat collision rates, specifically for offshore wind facilities. The Project goal and resulting automated collision detection system was achieved through two major technological advancements: 1) refining The Netherlands Organisation for Applied Scientific Research’s (TNO’s) existing WT-Bird® vibration sensing system, that had successfully detected large bird collisions during daytime, to allow for improved detection of smaller birds and bats during both daytime and nighttime hours and 2) improving image processing systems and developing and integrating machine learning algorithms to automatically detect and classify small and large bird and bat collisions with offshore turbines. This final technical report (FTR) summarizes Methods , Results , Conclusions , and Lessons Learned during each of the five Tasks identified for this research and development effort. This FTR includes summaries of the following: Task 1. Initial Engineering Tests to Improve WT-Bird® Task 2. Installation of WT‐Bird® on a Utility-scale Turbine at the National Wind Technology Center – National Renewable Energy Laboratory Task 3. Field Tests and Refinement of the Object Detection System Task 4. Validation of WT-Bird® on a Land-based Turbine Task 5. Preparation for the Implementation of WT-Bird® on an Offshore Turbine. This research and development effort documented successful improvement of the WT Bird® collision detection system to detect small birds and bats, and WT-Bird® is the first collision detection system to validate results compared to land-based post-construction monitoring. The collision trials provide estimates of missed targets that can be used to estimate fatality rates, a significant improvement relative to other offshore collision monitoring systems. Advances were made in developing an edge-processing solution to reduce data storage requirements, which is important if the system is deployed for long periods of time at offshore turbines. The improved WT-Bird® system also provides an important option for wind operators on land or offshore who need to document specific details about when collisions occur, particularly efforts to further research on bat impact minimization, or when standard fatality searches are impractical (e.g. offshore) or inadequate (e.g. challenging locations on land).
Collision Detection for Spacecraft Proximity Operations This thesis describes the development of a new collision detection algorithm to be used when two spacecraft are operating in the same vicinity. The two spacecraft are modelled as unions of convex polyhedra, where the polyhedron resulting from the union may be either convex or nonconvex. The relative motion of the two spacecraft is assumed to be such that one vehicle is moving with constant linear and angular velocity with respect to the other. The algorithm determines if a collision is possible and, if so, predicts the time when the collision will take place. The theoretical basis for the new collision detection algorithm is the C-function formulation of the configuration space approach recently introduced by researchers in robotics. Three different types of C-functions are defined that model the contacts between the vertices, edges, and faces of the polyhedra representing the two spacecraft. These C-functions are used to formulate three "collision" conditions. The first of these conditions limits the points representing potential collisions to the zeros of the C-functions. The new algorithm is fundamentally a search for the smallest zero of any C-function that satisfies the second and third collision conditions. The C-functions are shown to be transcendental functions of time for the assumed trajectory of the moving spacecraft. The zeros of these functions cannot be expressed in dosed form. Therefore, numerical search procedures are developed to find aLl of the zeros of a C-function in specified bounded intervals of time. These bounded intervals of time are found by examining the second and third collision conditions. The capabilities of the new algorithm are demonstrated for several example cases. These include examples of collisions determined by zeros of each of the three different types of C-functions. In addition to predicting the time of first contact of the polyhedra, the algorithm identifies the features of the two polyhedra that are touching at this time. The new collision detection algorithm is the first such algorithm that is capable of solving the collision detection problem exactly for the case where the moving object has constant linear and angular velocities. This is a significant improvement on previous collision detection algorithms described in the literature. In particular, the ability to handle constant angular velocity represents a more realistic type of rotational motion than those which have been used in other algorithms.
In this paper, we investigate the kinetic freeze-out properties in relativistic heavy ion collisions at different collision energies. We present a study of standard Boltzmann-Gibbs blast-wave (BGBW) fits and Tsallis blast-wave (TBW) fits performed on the transverse momentum spectra of identified hadrons produced in Au + Au collisions at collision energies of $\sqrt{s_{\rm{NN}}}=$7.7 –200 GeV at the Relativistic Heavy Ion Collider (RHIC), and in Pb + Pb collisions at collision energies of $\sqrt{s_{\rm{NN}}}=$ 2.76 and 5.02 TeV at the Large Hadron Collider (LHC). The behavior of strange and multistrange particles is also investigated. We found that the TBW model describes data better than the BGBW one overall, and the contrast is more prominent as the collision energy increases as the degree of nonequilibrium of the produced system is found to increase. From TBW fits, the kinetic freeze-out temperature at the same centrality shows a weak dependence of collision energy between 7.7 and 39 GeV, while it decreases as collision energy continues to increase up to 5.02 TeV. The radial flow is found to be consistent with zero in peripheral collisions at RHIC energies but sizable at LHC energies and central collisions at all RHIC energies. We also observed that the strange hadrons, with higher temperature and similar radial flow, approach equilibrium more quickly from peripheral to central collisions than light hadrons. The dependence of temperature and flow velocity on nonequilibrium parameter (q - 1) is characterized by two second-order polynomials. Both a and dξ from the polynomials fit, related to the influence of the system bulk viscosity, increase toward lower RHIC energies.
The National Aeronautics and Space Administration (NASA) Access 5 Project Office sponsored a cooperative collision avoidance flight demonstration program for unmanned aircraft systems (UAS). This flight test was accomplished between September 21st and September 27th 2005 from the Mojave Airport, Mojave, California. The objective of these flights was to collect data for the Access 5 Cooperative Collision Avoidance (CCA) Work Package simulation effort, i.e., to gather data under select conditions to allow validation of the CCA simulation. Subsequent simulation to be verified were: Demonstrate the ability to detect cooperative traffic and provide situational awareness to the ROA pilot; Demonstrate the ability to track the detected cooperative traffic and provide position information to the ROA pilot; Demonstrate the ability to determine collision potential with detected cooperative traffic and provide notification to the ROA pilot; Demonstrate that the CCA subsystem provides information in sufficient time for the ROA pilot to initiate an evasive maneuver to avoid collision; Demonstrate an evasive maneuver that avoids collision with the threat aircraft; and lastly, Demonstrate the ability to assess the adequacy of the maneuver and determine that the collision potential has been avoided. The Scaled Composites, LLC Proteus Optionally Piloted Vehicle (OPV) was chosen as the test platform. Proteus was manned by two on-board pilots but was also capable of being controlled from an Air Vehicle Control Station (AVCS) located on the ground. For this demonstration, Proteus was equipped with cooperative collision sensors and the required hardware and software to place the data on the downlink. Prior to the flight phase, a detailed set of flight test scenarios were developed to address the flight test objectives. Two cooperative collision avoidance sensors were utilized for detecting aircraft in the evaluation: Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B). A single intruder aircraft was used during all the flight testing, a NASA Gulfstream III (G-III). During the course of the testing, six geometrically different near-collision scenarios were evaluated. These six scenarios were each tested using various combinations of sensors and collision avoidance software. Of the 54 planned test points 49 were accomplished successfully. Proteus flew a total of 21.5 hours during the testing and the G-III flew 19.8 hours. The testing fully achieved all flight test objectives. The Flight IPT performed an analysis to determine the accuracy of the simulation model used to predict the location of the host aircraft downstream during an avoidance maneuver. The data collected by this flight program was delivered to the Access 5 Cooperative Collision Avoidance (CCA) Work Package Team who was responsible for reporting on their analysis of this flight data.
The measurement of three-dimensional femtoscopic correlations between identical charged kaons (K ± K ± ) produced in p–Pb collisions at center-of-mass energy per nucleon pair $\sqrt{{s}_{\text{NN}}}=5.02$ TeV with ALICE at the LHC is presented for the first time. This measurement, supplementary to those in pp and Pb–Pb collisions, allows understanding the particle-production mechanisms at different charged-particle multiplicities and provides information on the dynamics of the source of particles created in p–Pb collisions, for which a general consensus does not yet exist. It is shown that the measured source sizes increase with charged-particle multiplicity and decrease with increasing pair transverse momentum. These trends for K ± K ± are similar to the ones observed earlier in identical charged-pion and ${\text{K}}_{\text{s}}^{0}{\text{K}}_{\text{s}}^{0}$ correlations in Pb–Pb collisions at various energies and in π ± π ± correlations in p–Pb collisions at $\sqrt{{s}_{\text{NN}}}=5.02$ TeV. At comparable multiplicity, the source sizes measured in p–Pb collisions agree within uncertainties with those observed in pp collisions, and there is an indication that they are smaller than those observed in Pb–Pb collisions. The obtained results are also compared with predictions from the hadronic interaction model EPOS 3, which tends to underestimate the source size for the most central collisions and agrees with the data for semicentral and peripheral events. Furthermore, the time of maximal emission for kaons is extracted. It turns out to be comparable with the value obtained in highly peripheral Pb–Pb collisions at the same energy, indicating that the kaon emission evolution is similar to that in p–Pb collisions.
This paper presents a measurement of b-jet production in Pb+Pb and pp collisions at $\sqrt{sNN}$ = 5.02 TeV with the ATLAS detector at the LHC. The measurement uses 260 pb –1 of pp collisions collected in 2017 and 1.4 nb –1 of Pb+Pb collisions collected in 2018. In both collision systems, jets are reconstructed via the anti-$k_t$ algorithm. The b-jets are identified from a sample of jets containing muons from the semileptonic decay of b-quarks using template fits of the muon momentum relative to the jet axis. In pp collisions, b-jets are reconstructed for radius parameters R = 0.2 and R = 0.4, and only R = 0.2 jets are used in Pb+Pb collisions. For comparison, inclusive R = 0.2 jets are also measured using 1.7 nb –1 of Pb+Pb collisions collected in 2018 and the same pp collision data as the b-jet measurement. The nuclear modification factor, $R_{AA}$, is calculated for both b-jets and inclusive jets with R = 0.2 over the transverse momentum range of 80–290 GeV. The nuclear modification factor for b-jets decreases from peripheral to central collisions. The ratio of the b-jet $R_{AA}$ to inclusive jet $R_{AA}$ is also presented and suggests that the $R_{AA}$ for b-jets is larger than that for inclusive jets in central Pb+Pb collisions. The measurements are compared with theoretical calculations and suggest a role for mass and colour-charge effects in partonic energy loss in heavy-ion collisions.
An algorithm has been developed to enable a computer aboard a robot to autonomously plan the path of the manipulator arm of the robot to avoid collisions between the arm and any obstacle, which could be another part of the robot or an external object in the vicinity of the robot. In simplified terms, the algorithm generates trial path segments and tests each segment for potential collisions in an iterative process that ends when a sequence of collision-free segments reaches from the starting point to the destination. The main advantage of this algorithm, relative to prior such algorithms, is computational efficiency: the algorithm is designed to make minimal demands upon the limited computational resources available aboard a robot. This path-planning algorithm utilizes a modified version of the collision-detection method described in "Improved Collision-Detection Method for Robotic Manipulator" (NPO-30356), NASA Tech Briefs, Vol. 27, No. 3 (June 2003), page 72. The method involves utilization of mathematical models of the robot constructed prior to operation and similar models of external objects constructed automatically from sensory data acquired during operation. This method incorporates a previously developed method, known in the art as the method of oriented bounding boxes (OBBs), in which an object is represented approximately, for computational purposes, by a box that encloses its outer boundary. Because many parts of a robotic manipulator are cylindrical, the OBB method has been extended in this method to enable the approximate representation of cylindrical parts by use of octagonal or other multiple-OBB assemblies denoted oriented bounding prisms (OBPs). A multiresolution OBB/OBP representation of the robot and its manipulator arm and a multiresolution OBB representation of external objects (including terrain) are constructed and used in a process in which collisions at successively finer resolutions are detected through computational detection of overlaps between the corresponding OBB and OBP models. For computational efficiency, the process is started at the coarsest resolution and stopped as soon as possible, preferably before reaching the finest resolution. At the coarsest resolution, there is a single OBB enclosing all relevant external objects and a single OBB enclosing the entire robot. At the next finer level of resolution, the coarsest-resolution OBB is divided into two OBBs, and so forth. If no collision is detected at the coarsest resolution, then there is no need for further computation to detect collisions. If a collision is detected at the coarsest resolution, then tests for collisions are performed at the next finer level of resolution. This process is continued to successively finer resolutions until either no more collisions are detected or the finest resolution is reached.
This work presents a three-dimensional dynamical initialization model for relativistic heavy-ion collisions, implementing local energy-momentum conservation and baryon charge fluctuations at string junctions. Constraining parameters using experimental data from p + p collisions at various collision energies, the model provides a very good description of the charged hadron and net proton rapidity distributions in Au +Au collisions from 7.7 to 200 GeV and Pb + Pb collisions at 8.77 and 17.3 GeV. Here we demonstrate the importance of fluctuations of baryon densities to string junctions for describing net-proton distributions at collision energies of 62.4 and 200 GeV. Including this improved baryon stopping description along with the requirement of strangeness neutrality also yields a good description of identified particle yields as functions of the collision energy above 7.7 GeV. We further study asymmetric p + Al and (p,d, 3 He) + Au collisions at the top RHIC energy and p + Pb, Xe + Xe, and Pb + Pb collisions at LHC energies. We identify the produced particle rapidity distributions in asymmetric collision systems as particularly useful for constraining models of the early-time longitudinal dynamics.
Here, we present results on the intrinsic collision probabilities, P {sub I}, and range of collision speeds, V {sub I}, as a function of the heliocentric distance, r, in the trans-Neptunian region. The collision speed is one of the parameters that serves as a proxy for a collisional outcome (e.g., disruption and scattering of fragments, or formation of a crater, as both processes are related to the impact energy). We utilize an improved and debiased model of the trans-Neptunian object (TNO) region from the “Outer Solar System Origins Survey” (OSSOS). It provides a well-defined model of TNO orbital distribution, based on multiple opposition observations of more than 1000 bodies. We compute collisional probabilities for the OSSOS models of the main classical, resonant, detached+outer, and scattering TNO populations. The intrinsic collision probabilities and collision speeds are computed using Öpik’s approach, as revised and modified by Wetherill for noncircular and inclined orbits. The calculations are carried out for each of the dynamical TNO groups, allowing for inter-population collisions as well as collisions within each TNO population, resulting in 28 combinations in total. Our results indicate that collisions in the trans-Neptunian region are possible over a wide range in (r, V {sub I}) phase space. Although collisions are calculated to happen within r ∼ 20–200 au and V {sub I} ∼ 0.1 km s{sup −1} to as high as V {sub I} ∼ 9 km s{sup −1}, most of the collisions are likely to happen at low relative velocities V {sub I} < 1 km s{sup −1} and are dominated by the main classical belt.
Collision risk management theory requires a thorough assessment of both the likelihood and consequence of potential collision events. Satellite conjunction risk assessment has produced a highly-developed theory for assessing the likelihood of collision but neglects to account for the consequences of a given collision. While any collision may compromise the operational survival of a spacecraft, the amount of debris produced by the potential collision, and therefore the degree to which the orbital corridor may be compromised, can vary greatly among satellite conjunctions. Previous studies leveraged work on satellite collision modeling to develop a method to estimate whether a particular collision is likely to produce a relatively large or relatively small amount of resultant debris. The approximation of the number of debris pieces is dependent on a mass estimation process for the secondary objects utilizing the radar cross section of said object. This study examines the validity of the mass estimation process and establishes uncertainty bounds on the secondary object mass, which will be used to best approximate the possible consequences of a potential collision. This process is then applied to a large set of historical conjunctions to assess the frequency at which possible collisions may significantly augment the orbital debris environment in operational spacecraft.