Optimal trajectories for aeroassisted,coplanar orbital transfer

This paper considers both classical and minimax problems of optimal control which arise in the study of aeroassisted, coplanar orbital transfer. The maneuver considered involves the coplanar transfer from a high planetary orbit to a low planetary orbit. An example is the HEO-to-LEO transfer of a spacecraft, where HEO denotes high Earth orbit and LEO denotes low Earth orbit. In particular, HEO can be GEO, a geosynchronous Earth orbit.The basic idea is to employ the hybrid combination of propulsive maneuvers in space and aerodynamic maneuvers in the sensible atmosphere. Hence, this type of flight is also called synergetic space flight. With reference to the atmospheric part of the maneuver, trajectory control is achieved by means of lift modulation. The presence of upper and lower bounds on the lift coefficient is considered.Within the framework of classical optimal control, the following problems are studied: (P1) minimize the energy required for orbital transfer; (P2) minimize the time integral of the heating rate; (P3) minimize the time of flight during the atmospheric portion of the trajectory; (P4) maximize the time of flight during the atmospheric portion of the trajectory; (P5) minimize the time integral of the square of the path inclination; and (P6) minimize the sum of the squares of the entry and exit path inclinations. Problems (P1) through (P6) are Bolza problems of optimal control.Within the framework of minimax optimal control, the following problems are studied: (Q1) minimize the peak heating rate; (Q2) minimize the peak dynamic pressure; and (Q3) minimize the peak altitude drop. Problems (Q1) through (Q3) are Chebyshev problems of optimal control, which can be converted into Bolza problems by suitable transformations.Numerical solutions for Problems (P1)–(P6) and Problems (Q1)–(Q3) are obtained by means of the sequential gradient-restoration algorithm for optimal control problems. The engineering implications of these solutions are discussed. In particular, the merits of nearly-grazing trajectories are considered.This research was supported by the Jet Propulsion Laboratory, Contract No. 956415. The authors are indebted to Dr. K. D. Mease, Jet Propulsion Laboratory, for helpful discussions. This paper is a condensation of the investigation reported in Ref. 1.     

Optimal Trajectories for Earth-to-Mars Flight

This paper deals with the optimal transfer of a spacecraft from a low Earth orbit (LEO) to a low Mars orbit (LMO). The transfer problem is formulated via a restricted four-body model in that the spacecraft is considered subject to the gravitational fields of Earth, Mars, and Sun along the entire trajectory. This is done to achieve increased accuracy with respect to the method of patched conics.The optimal transfer problem is solved via the sequential gradient-restoration algorithm employed in conjunction with a variable-stepsize integration technique to overcome numerical difficulties due to large changes in the gravitational field near Earth and near Mars. The optimization criterion is the total characteristic velocity, namely, the sum of the velocity impulses at LEO and LMO. The major parameters are four: velocity impulse at launch, spacecraft vs. Earth phase angle at launch, planetary Mars/Earth phase angle difference at launch, and transfer time. These parameters must be determined so that V is minimized subject to tangential departure from circular velocity at LEO and tangential arrival to circular velocity at LMO.For given LEO and LMO radii, a departure window can be generated by changing the planetary Mars/Earth phase angle difference at launch, hence changing the departure date, and then reoptimizing the transfer. This results in a one-parameter family of suboptimal transfers, characterized by large variations of the spacecraft vs. Earth phase angle at launch, but relatively small variations in transfer time and total characteristic velocity.For given LEO radius, an arrival window can be generated by changing the LMO radius and then recomputing the optimal transfer. This leads to a one-parameter family of optimal transfers, characterized by small variations of launch conditions, transfer time, and total characteristic velocity, a result which has important guidance implications. Among the members of the above one-parameter family, there is an optimum–optimorum trajectory with the smallest characteristic velocity. This occurs when the radius of the Mars orbit is such that the associated period is slightly less than one-half Mars day.     

Optimal Interplanetary Orbital Transfers via Electrical Engines

The Hohmann transfer theory, developed in the 19th century, is the kernel of orbital transfer with minimum propellant mass by means of chemical engines. The success of the Deep Space 1 spacecraft has paved the way toward using advanced electrical engines in space. While chemical engines are characterized by high thrust and low specific impulse, electrical engines are characterized by low thrust and hight specific impulse. In this paper, we focus on four issues of optimal interplanetary transfer for a spacecraft powered by an electrical engine controlled via the thrust direction and thrust setting: (a) trajectories of compromise between transfer time and propellant mass, (b) trajectories of minimum time, (c) trajectories of minimum propellant mass, and (d) relations with the Hohmann transfer trajectory. The resulting fundamental properties are as follows:

Quasi-steady flight to quasi-steady flight transition in a windshear: Trajectory optimization and guidance

This paper is concerned with the near-optimum guidance of an aircraft from quasi-steady flight to quasi-steady flight in a windshear. The take-off problem is considered with reference to flight in a vertical plane. In addition to the horizontal shear, the presence of a downdraft is considered. It is assumed that the power setting is held at the maximum value and that the aircraft is controlled through the angle of attack. Inequality constraints are imposed on both the angle of attack and its time derivative.First, trajectory optimization is considered. The optimal transition problem is formulated as a Chebyshev problem of optimal control: the performance index being minimized is the peak value of the modulus of the difference between the absolute path inclination and a reference value, assumed constant. Two types of optimal trajectories are studied: type 1 is concerned with gamma recovery (recovery of the initial value of the relative path inclination); and type 2 is concerned with quasisteady flight recovery (recovery of the initial values of the relative velocity, the relative path inclination, and the relative angle of attack). The numerical results show that the type 1 trajectory and the type 2 trajectory are nearly the same in the shear portion, while they diverge to a considerable degree in the aftershear portion of the optimal trajectory.Next, trajectory guidance is considered. A guidance scheme is developed so as to achieve near-optimum quasi-steady flight recovery in a windshear. The guidance scheme for quasi-steady flight recovery includes three parts in sequence. The first part refers to the shear portion of the trajectory and is based on the result that this portion of the trajectory depends only mildly on the boundary conditions; therefore, any of the guidance schemes already developed for type 1 trajectories can be employed (for instance, variable gamma guidance). The second part (constant gamma guidance) refers to the initial aftershear portion of the trajectory and is designed to achieve almost velocity recovery. The third part (constant rate of climb guidance) refers to the final aftershear portion of the trajectory and is designed to achieve almost complete restoration of the initial quasi-steady state.While the shear guidance and the initial aftershear guidance employ constant gain coefficients, the final aftershear guidance employs a variable gain coefficient. This is done in order to obtain accuracy and prompt response, while avoiding oscillations and overshoots. The numerical results show that the guidance scheme for quasi-steady flight recovery yields a transition from quasi-steady flight to quasi-steady flight which is close to that of the optimal trajectory, ensures the restoration of the initial quasi-steady state, and has good stability properties.This paper is based on Refs. 1 and 2.This research was supported by NASA-Langley Research Center, Grant No. NAG-1-516, and by Boeing Commercial Aircraft Company. The authors are indebted to Dr. R. L. Bowles, NASA-Langley Research Center, for helpful discussions.     

Optimal impulsive space trajectories based on linear equations

The problem of minimizing the total characteristic velocity of a spacecraft having linear equations of motion and finitely many instantaneous impulses that result in jump discontinuities in velocity is considered. Fixed time and fixed end conditions are assumed. This formulation is flexible enough to allow some of the impulses to be specifieda priori by the mission planner. Necessary and sufficient conditions for solution of this problem are found without using specialized results from control theory or optimization theory. Solution of the two-point boundary-value problem is reduced to a problem of solving a specific set of equations. If the times of the impulses are specified, these equations are at most quadratic. Although this work is restricted to linear equations, there are situations where it has potential application. Some examples are the computation of the velocity increments of a spacecraft near a real or fictitious satellite or space station in a circular or more general Keplerian orbit. Another example is the computation of maneuvers of a spacecraft near a libration point in the restricted three-body problem.This project was supported by the 1988 NASA/ASEE Faculty Fellowship Program at the California Institute of Technology and the Jet Propulsion Laboratory. The work was performed in the Advanced Projects Group, Section 312, Jet Propulsion Laboratory, Pasadena, California.     

Quasi-steady flight to quasi-steady flight transition for abort landing in a windshear: Trajectory optimization and guidance

This paper is concerned with the optimal transition and the near-optimum guidance of an aircraft from quasi-steady flight to quasi-steady flight in a windshear. The abort landing problem is considered with reference to flight in a vertical plane. In addition to the horizontal shear, the presence of a downdraft is considered.It is assumed that a transition from descending flight to ascending flight is desired; that the initial state corresponds to quasi-steady flight with absolute path inclination of –3.0 deg; and that the final path inclination corresponds to quasi-steady steepest climb. Also, it is assumed that, as soon as the shear is detected, the power setting is increased at a constant time rate until maximum power setting is reached; afterward, the power setting is held constant. Hence, the only control is the angle of attack. Inequality constraints are imposed on both the angle of attack and its time derivative.First, trajectory optimization is considered. The optimal transition problem is formulated as a Chebyshev problem of optimal control: the performance index being minimized is the peak value of the modulus of the difference between the instantaneous altitude and a reference value, assumed constant. By suitable transformations, the Chebyshev problem is converted into a Bolza problem. Then, the Bolza problem is solved employing the dual sequential gradient-restoration algorithm (DSGRA) for optimal control problems.Two types of optimal trajectories are studied, depending on the conditions desired at the final point. Type 1 is concerned with gamma recovery (recovery of the value of the relative path inclination corresponding to quasi-steady steepest climb). Type 2 is concerned with quasi-steady flight recovery (recovery of the values of the relative path inclination, the relative velocity, and the relative angle of attack corresponding to quasi-steady steepest climb). Both the Type 1 trajectory and the Type 2 trajectory include three branches: descending flight, nearly horizontal flight, and ascending flight. Also, for both the Type 1 trajectory and the Type 2 trajectory, descending flight takes place in the shear portion of the trajectory; horizontal flight takes place partly in the shear portion and partly in the aftershear portion of the trajectory; and ascending flight takes place in the aftershear portion of the trajectory. While the Type 1 trajectory and the Type 2 trajectory are nearly the same in the shear portion, they diverge to a considerable degree in the aftershear portion of the trajectory.Next, trajectory guidance is considered. Two guidance schemes are developed so as to achieve near-optimum transition from quasi-steady descending flight to quasi-steady ascending flight: acceleration guidance (based on the relative acceleration) and gamma guidance (based on the absolute path inclination).The guidance schemes for quasi-steady flight recovery in abort landing include two parts in sequence: shear guidance and aftershear guidance. The shear guidance is based on the result that the shear portion of the trajectory depends only mildly on the boundary conditions. Therefore, any of the guidance schemes already developed for Type 1 trajectories can be employed for Type 2 trajectories (descent guidance followed by recovery guidance). The aftershear guidance is based on the result that the aftershear portion of the trajectory depends strongly on the boundary conditions; therefore, the guidance schemes developed for Type 1 trajectories cannot be employed for Type 2 trajectories. For Type 2 trajectories, the aftershear guidance includes level flight guidance followed by ascent guidance. The level flight guidance is designed to achieve almost complete velocity recovery; the ascent guidance is designed to achieve the desired final quasi-steady state.The numerical results show that the guidance schemes for quasi-steady flight recovery yield a transition from quasi-steady flight to quasi-steady flight which is close to that of the optimal trajectory, allows the aircraft to achieve the final quasi-steady state, and has good stability properties.This research was supported by NASA Langley Research Center, Grant No. NAG-1-516, by Boeing Commercial Airplane Company, and by Air Line Pilots Association.The authors are indebted to Dr. R. L. Bowles (NASA-LRC) and Dr. G. R. Hennig (BCAC) for helpful discussions.     

An analytical theory for avoidance collision between space debris and operating satellites in LEO

This paper provides a Hamiltonian formulation of equations of motion of an artificial satellite or space debris moving in Low Earth orbit (LEO). This Hamiltonian is the base to develop an analytical theory of order three, which the theory has been formulated using canonical transformations using Hori-Lie method. The theory accounts for the influence of the Earth gravity field up to degree and order of geopotential harmonics (50 × 50), luni-solar perturbations, solar radiation pressure, atmospheric drag, albedo forces, and the post Newtonian effects arising from Schwarzschild solutions. In this theory, we pay particular attention to the resonance and very long period perturbations, which are modeled with the use of semi-secular terms. The fourth order Runge–Kutta numerical integrator is used to integrate the equations of motion in order to compare with the analytical theory. Including all possible perturbations, in particularly Aledo force and post Newtonian effect in addition to the adequate section of the integrator found to have an importance on the improving the accuracy of the current theory compared with the previous solution. The orbital theory is precise and enables the short term predictions on a few centimeters level. Finally, we show some results concerning the short term dynamics of a different satellite and space debris in LEO under the influence of the considered perturbations.     

Satellites in the gravitational field of the moon

Expressions are derived correct to the first order in the ellipticities of the Moon for the radial shift and the rotation of the unperturbed orbit of a close satellite in the plane of its instantaneous motion. Criteria for the rotation to be a libration lead to the existence of a critical range of values of orbital inclination as against a single value cos^?1 (·2)^1/2=63·4° quoted for the Earth satellites. It appears that mean radial shift and the perturbation in the period of the satellite, also possess similar ranges. The perturbation in the velocity vector is then analysed and it is shown that the angle between the unperturbed and real trajectories vanishes only at points where the radial distance of the satellite from the selenocentre attains extreme values. The interesting case of nearly circular trajectories is considered next in some detail. It is deduced that the critical inclination for the orbital libration is given byα=60° for an Earth satellite in this case. The paper concludes with numerical results based on Jeffreys’ estimates.     

Multiple-Subarc Gradient-Restoration Algorithm, Part 2: Application to a Multistage Launch Vehicle Design

In Part 1 (see Ref. 2), a multiple-subarc gradient-restoration algorithm (MSGRA) was developed with the intent of enhancing the robustness of gradient-restoration algorithms and also enlarging the field of applications. Indeed, MSGRA can be applied to optimal control problems involving multiple subsystems as well as discontinuities in the state and control variables at the interface between contiguous subsystems.In Part 2 (this paper), MSGRA is applied to compute the optimal trajectory for a multistage launch vehicle design, specifically, a rocket-powered spacecraft ascending from the Earth surface to a low Earth orbit (LEO). Single-stage, double-stage, and triple-stage configurations are considered. For multistage configurations, discontinuities in the mass occur at the interfaces between consecutive stages.The numerical results show that, given the current levels of the engine specific impulse and spacecraft structural factor, the single-stage version is not feasible at this time, while the double-stage and triple-stage versions are feasible. Further increases in the specific impulse and decreases in the structural factor are needed if the single-stage configuration has to become feasible.Also, the numerical results show that the optimal trajectory requires initially maximum thrust, followed by modulated thrust so as to satisfy the maximum acceleration constraint, followed by nearly zero thrust for coasting flight, followed by a final burst with moderate thrust so as to increase the spacecraft velocity to the circular velocity needed for LEO insertion. The above properties of the optimal thrust time history are useful for developing the guidance scheme approximating in real time the optimal trajectory for a launch vehicle design.     

Numerical Computation of Optimal Trajectories for Coplanar, Aeroassisted Orbital Transfer

This paper is concerned with the problem of the optimal coplanaraeroassisted orbital transfer of a spacecraft from a high Earth orbitto a low Earth orbit. It is assumed that the initial and final orbits arecircular and that the gravitational field is central and is governed by theinverse square law. The whole trajectory is assumed to consist of twoimpulsive velocity changes at the begin and end of one interior atmosphericsubarc, where the vehicle is controlled via the lift coefficient.The problem is reduced to the atmospheric part of the trajectory, thusarriving at an optimal control problem with free final time and liftcoefficient as the only (bounded) control variable. For this problem,the necessary conditions of optimal control theory are derived. Applyingmultiple shooting techniques, two trajectories with different controlstructures are computed. The first trajectory is characterized by a liftcoefficient at its minimum value during the whole atmospheric pass. For thesecond trajectory, an optimal control history with a boundary subarcfollowed by a free subarc is chosen. It turns out, that this secondtrajectory satisfies the minimum principle, whereas the first one fails tosatisfy this necessary condition; nevertheless, the characteristicvelocities of the two trajectories differ only in the sixth significantdigit.In the second part of the paper, the assumption of impulsive velocitychanges is dropped. Instead, a more realistic modeling with twofinite-thrust subarcs in the nonatmospheric part of the trajectory isconsidered. The resulting optimal control problem now describes the wholemaneuver including the nonatmospheric parts. It contains as controlvariables the thrust, thrust angle, and lift coefficient. Further,the mass of the vehicle is treated as an additional state variable. For thisoptimal control problem, numerical solutions are presented. They are comparedwith the solutions of the impulsive model.     

Optimal bounded-thrust space trajectories based on linear equations

Necessary and sufficient conditions for solution of the general minimum-fuel linear bounded-thrust spacecraft trajectory problem are presented in terms of fundamental matrix solutions and their inverses. This work is rigorous, generalizes and unifies many known results for specific problems, and also presents a new necessary condition. Finally, an application is presented for a spacecraft rendezvous near a general Keplerian orbit in which the linearized equations of motion are nonautonomous. A fundamental matrix solution is found and inverted, solving this class of problems.     

Optimal penetration landing trajectories in the presence of windshear

This paper is concerned with optimal flight trajectories in the presence of windshear. The penetration landing problem is considered with reference to flight in a vertical plane, governed by either one control (the angle of attack, if the power setting is predetermined) or two controls (the angle of attack and the power setting). Inequality constraints are imposed on the angle of attack, the power setting, and their time derivatives.The performance index being minimized measures the deviation of the flight trajectory from a nominal trajectory. In turn, the nominal trajectory includes two parts: the approach part, in which the slope is constant; and the flare part, in which the slope is a linear function of the horizontal distance. In the optimization process, the time is free; the absolute path inclination at touchdown is specified; the touchdown velocity is subject to upper and lower bounds; and the touchdown distance is subject to upper and lower bounds.Three power setting schemes are investigated: (S1) maximum power setting; (S2) constant power setting; and (S3) control power setting. In Scheme (S1), it is assumed that, immediately after the windshear onset, the power setting is increased at a constant time rate until maximum power setting is reached; afterward, the power setting is held constant; in this scheme, the only control is the angle of attack. In Scheme (S2), it is assumed that the power setting is held at a constant value, equal to the prewindshear value; in this scheme, the only control is the angle of attack. In Scheme (S3), the power setting is regarded as a control, just as the angle of attack.Under the above conditions, the optimal control problem is solved by means of the primal sequential gradient-restoration algorithm (PSGRA). Numerical results are obtained for several combinations of windshear intensities and initial altitudes. The main conclusions are given below with reference to strong-to-severe windshears.In Scheme (S1), the touchdown requirements can be satisfied for relatively low initial altitudes, while they cannot be satisfied for relatively high initial altitudes; the major inconvenient is excess of velocity at touchdown. In Scheme (S2), the touchdown requirements cannot be satisfied, regardless of the initial altitude; the major inconvenient is defect of horizontal distance at touchdown.In Scheme (S3), the touchdown requirements can be satisfied, and the optimal trajectories exhibit the following characteristics: (i) the angle of attack has an initial decrease, which is followed by a gradual, sustained increase; the largest value of the angle of attack is attained near the end of the shear; in the aftershear region, the angle of attack decreases gradually; (ii) initially, the power setting increases rapidly until maximum power setting is reached; then, maximum power setting is maintained in the shear region; in the aftershear region, the power setting decreases gradually; (iii) the relative velocity decreases in the shear region and increases in the aftershear region; the point of minimum velocity occurs at the end of the shear; and (iv) depending on the windshear intensity and the initial altitude, the deviations of the flight trajectory from the nominal trajectory can be considerable in the shear region; however, these deviations become small in the aftershear region, and the optimal flight trajectory recovers the nominal trajectory.A comparison is shown between the optimal trajectories of Scheme (S3) and the trajectories arising from alternative guidance schemes, such as fixed controls (fixed angle of attack, coupled with fixed power setting) and autoland (angle of attack controlled via path inclination signals, coupled with power setting controlled via velocity signals). The superiority of the optimal trajectories of Scheme (S3) is shown in terms of the ability to meet the path inclination, velocity, and distance requirements at touchdown. Therefore, it is felt that guidance schemes based on the properties of the optimal trajectories of Scheme (S3) should prove to be superior to alternative guidance schemes, such as the fixed control guidance scheme and the autoland guidance scheme.Portions of this paper were presented at the AIAA 26th Aerospace Sciences Meeting, Reno, Nevada, January 11–14, 1988 (Paper No. AIAA-88-0580).This research was supported by NASA-Langley Research Center, Grant No. NAG-1-516, by Boeing Commercial Airplane Company (BCAC), and by Air Line Pilots Association (ALPA).The authors are indebted to Dr. R. L. Bowles, NASA-Langley Research Center, and to Dr. G. R. Hennig, Boeing Commercial Airplane Company, for helpful discussions.     

Multiple-Subarc Gradient-Restoration Algorithm, Part 1: Algorithm Structure

Rapid progresses in information and computer technology allow the development of more advanced optimal control algorithms dealing with real-world problems. In this paper, which is Part 1 of a two-part sequence, a multiple-subarc gradient-restoration algorithm (MSGRA) is developed. We note that the original version of the sequential gradient-restoration algorithm (SGRA) was developed by Miele et al. in single-subarc form (SSGRA) during the years 1968–86; it has been applied successfully to solve a large number of optimal control problems of atmospheric and space flight.MSGRA is an extension of SSGRA, the single-subarc gradient-restoration algorithm. The primary reason for MSGRA is to enhance the robustness of gradient-restoration algorithms and also to enlarge the field of applications. Indeed, MSGRA can be applied to optimal control problems involving multiple subsystems as well as discontinuities in the state and control variables at the interface between contiguous subsystems.Two features of MSGRA are increased automation and efficiency. The automation of MSGRA is enhanced via time normalization: the actual time domain is mapped into a normalized time domain such that the normalized time length of each subarc is 1. The efficiency of MSGRA is enhanced by using the method of particular solutions to solve the multipoint boundary-value problems associated with the gradient phase and the restoration phase of the algorithm.In a companion paper [Part 2 (Ref. 2)], MSGRA is applied to compute the optimal trajectory for a multistage launch vehicle design, specifically, a rocket-powered spacecraft ascending from the Earth surface to a low Earth orbit (LEO). Single-stage, double-stage, and triple-stage configurations are considered and compared.     

Nodal distance distributions in cluster flight spacecraft network

The high-speed flight of cluster flight spacecraft modules increases the uncertainty of network topology. In order to better design the orbital of the cluster flight spacecraft and improve the performance of cluster flight spacecraft network (CFSN), this paper studies the nodal distance distributions (NDDs). First, based on twin-satellites mode, the mobility model of nodes is established. And then by adopting empirical statistical method and curve fitting method, the solution of the nodal distance density function in the CFSN is obtained. Second, the probability density function is applied to the model distance-dependent path loss, and the probability density of path loss under the model is analyzed. Finally, the distributions of maximum and minimum distance among multiple nodes and the threshold range of nodal connection distance are derived, and the probabilistic connectivity matrix of any time slot in the orbital hyper-period and spatial–temporal evolution graphs under different thresholds is obtained. The analytical results verify the feasibility of the model and the approximate solution of the NDDs in this paper. This method also provides a theoretical reference for the nodal connection in irregular wireless networks.     

航天器非Keplerian运动的陀螺效应

为了满足未来复杂空间操作对机动的要求,需要深入研究非Keplerian(开普勒)轨道的理论和方法．根据航天器运动的进动现象与陀螺进动的相似性,分析并给出了航天器环绕地球运动的陀螺效应的定义;在航天器动力学方程的基础上,建立了陀螺效应的数学模型,进而分析了陀螺效应影响下航天器的运动规律,为空间机动的更好实现提供了一种非Keplerian轨道的理论和方法.     

Reflections on the Hohmann Transfer

Walter Hohmann was a civil engineer who studied orbital maneuvers in his spare time. In 1925, he published an important book (Ref. 1) containing his main result, namely, that the most economical transfer from a circular orbit to another circular orbit is achieved via an elliptical trajectory bitangent to the terminal orbits. With the advent of the space program some three decades later, the Hohmann transfer maneuver became the most fundamental maneuver in space.In this work, we present a complete study of the Hohmann transfer maneuver. After revisiting its known properties, we present a number of supplementary properties which are essential to the qualitative understanding of the maneuver. Also, we present a simple analytical proof of the optimality of the Hohmann transfer and complement it with a numerical study via the sequential gradient-restoration algorithm. Finally, as an application, we present a numerical study of the transfer of a spacecraft from the Earth orbit around the Sun to another planetary orbit around the Sun for both the case of an ascending transfer (orbits of Mars, Jupiter, Saturn, Uranus, Neptune, and Pluto) and the case of a descending transfer (orbits of Mercury and Venus).     

Numerical analysis of the oscillation susceptibility along the path of longitudinal flight equilibria of a reentry vehicle

In this paper, it is shown that when the automatic flight control system (AFCS) is decoupled, then on the path of longitudinal flight equilibria of the ALFLEX reentry vehicle, there exist saddle–node bifurcations resulting in oscillations: when the elevator angle exceeds the bifurcation value, the angle of attack and pitch rate oscillate with the same period, while the pitch angle increases or decreases infinitely. Hence, the orbit of the system is spiraling. It is also shown that a mild (non-catastrophic) stability loss occurs due to the bifurcations. Based on this analysis, an automatic flight control design is developed.     

光压摄动对空间太阳能电站轨道的影响研究

针对以重力梯度稳定方式设计的3种典型空间太阳能电站轨道动力学问题,提出了考虑地影和有效截面积变化的太阳光压模型.首先,采用能量方法,通过Legendre变换,引入广义动量,建立了Hamilton体系下轨道的正则方程;其次,采用辛Runge-Kutta方法求解相应的正则方程;最后通过数值试验分析,验证了模型的有效性以及数值求解方法的稳定性.同时,说明了地影和有效截面积变化对空间太阳能电站轨道有显著的影响;给出了空间太阳能电站对其半长轴、离心率以及轨道倾角的轨迹曲线,为空间太阳能电站的设计提供一种理论参考.     

Mathematical modeling and simulation of the earth's magnetic field: A comparative study of the models on the spacecraft attitude control application

In this paper, the Earth's magnetic field models which are widely used in spacecraft attitude control applications are modeled and extensively compared with a reference model. The reference model is obtained utilizing coefficients from the last generation of International Geomagnetic Reference Field (IGRF-12). The validity of this model is verified with the World Magnetic Model (WMM) in terms of intensity and direction of the field. The reference model is then used to evaluate lower-order and approximating models while the influence of effective parameters such as expansion order of modeling, orbit height, inclination, latitude and longitude on accuracy of modeling is investigated. The simulation results for several scenarios are presented and discussed. The linear and nonlinear transformations of the models from orbital frame to spacecraft body frame are compared for a wide range of attitude angles in order to investigate the sensibility and validity of linear transformation. Simulation of a spacecraft attitude control maneuver is performed to demonstrate the importance of the accuracy of the magnetic field model which is implemented in the attitude control system. The results indicated a meaningful increase in control effort when a simplified model was used. This research was aimed to investigate the borders of different geomagnetic field models and transformations for spacecraft attitude control applications. The presented results may lead to a proper choice of the Earth's magnetic field model based on the space mission requirements.     

Optimal take-off trajectories in the presence of windshear

This paper is concerned with optimal flight trajectories in the presence of windshear. With particular reference to take-off, eight fundamental optimization problems [Problems (P1)–(P8)] are formulated under the assumptions that the power setting is held at the maximum value and that the airplane is controlled through the angle of attack.Problems (P1)–(P3) are least-square problems of the Bolza type. Problems (P4)–(P8) are minimax problems of the Chebyshev type, which can be converted into Bolza problems through suitable transformations. These problems are solved employing the dual sequential gradient-restoration algorithm (DSGRA) for optimal control problems.Numerical results are obtained for a large number of combinations of performance indexes, boundary conditions, windshear models, and windshear intensities. However, for the sake of brevity, the presentation of this paper is restricted to Problem (P6), minimax h, and Problem (P7), minimax . Inequality constraints are imposed on the angle of attack and the time derivative of the angle of attack.The following conclusions are reached: (i) optimal trajectories are considerably superior to constant-angle-of-attack trajectories; (ii) optimal trajectories achieve minimum velocity at about the time when the windshear ends; (iii) optimal trajectories can be found which transfer an aircraft from a quasi-steady condition to a quasi-steady condition through a windshear; (iv) as the boundary conditions are relaxed, a higher final altitude can be achieved, albeit at the expense of a considerable velocity loss; (v) among the optimal trajectories investigated, those solving Problem (P7) are to be preferred, because the altitude distribution exhibits a monotonic behavior; in addition, for boundary conditions BC2 and BC3, the peak angle of attack is below the maximum permissible value; (vi) moderate windshears and relatively severe windshears are survivable employing an optimized flight strategy; however, extremely severe windshears are not survivable, even employing an optimized flight strategy; and (vii) the sequential gradient-restoration algorithm (SGRA), employed in its dual form (DSGRA), has proven to be a powerful algorithm for solving the problem of the optimal flight trajectories in a windshear.Portions of this paper were presented at the AIAA Atmospheric Flight Mechanics Conference, Snowmass, Colorado, August 19–21, 1985. The authors are indebted to Boeing Commercial Aircraft Company, Seattle, Washington and to Pratt and Whitney Aircraft, East Hartford, Connecticut for supplying some of the technical data pertaining to this study.This research was supported by NASA-Langley Research Center, Grant No. NAG-1-516. The authors are indebted to Dr. R. L. Bowles, NASA-Langley Research Center, Hampton, Virginia, for helpful discussions.This paper is based in part on Refs. 1–5.