Adaptive Guidance for Terminal Area Energy Management (TAEM)of Reentry Vehicles

Mayanna, Anand; Grimm, W.; Well, K. H.

doi:10.2514/6.2006-6037

Cited by 17 publications

(16 citation statements)

References 1 publication

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“…During this study, the focus will be on the TAEM phase. Figure 6.1 shows how the TAEM phase fits between the re-entry and the landing phase and shows typical altitude ( h ) and Mach number ( M ) values at TEP and ALI found in literature, e.g., [Moore, 1991], [Mayanna et al, 2006] and[Chartres et al, 2005b], for different RLVs. These values are shown here to…”

Section: )mentioning

confidence: 94%

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Terminal Area Energy Management Trajectory Optimization Using Interval Analysis

Filipe

Weerdt

Chu

et al. 2009

AIAA Guidance, Navigation, and Control Conference

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Section: )mentioning

confidence: 94%

“…In [Mayanna et al, 2006], the longitudinal and the lateral motions are also decoupled. The longitudinal reference profile is chosen somewhat between the maximum dive and the maximum glide trajectories.…”

Section: Overviewmentioning

confidence: 99%

Terminal Area Energy Management Trajectory Optimization Using Interval Analysis

Filipe

Weerdt

Chu

et al. 2009

AIAA Guidance, Navigation, and Control Conference

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“…References 3 and 4 describe a TAEM-planning algorithm that used a nested iteration loop for the small set of trajectory design parameters, which subsequently required propagating many trajectory profiles. Mayanna et al [5] developed a TAEM guidance method based on characterizing the TAEM path with a small number of geometric parameters. In particular, their approach used the placement of three heading alignment circles to plan the ground track for a given initial state for the start of TAEM.…”

Section: Literature Reviewmentioning

confidence: 99%

“…This is achieved by applying a scale factor to the lift coefficient at max L/D. The scaled max L/D lift coefficient is used in (4) while the corresponding drag is obtained from the vehicle aerodynamic tables for use in (5). The nominal energy scaling is selected as 80-percent of the lift coefficient at max L/D.…”

Section: A Forward Path Integration Along Equilibrium Glideslopementioning

confidence: 99%

Launch Vehicle Guidance for Low Energy Re-entry

Horneman

Neal

et al. 2010

AIAA Guidance, Navigation, and Control Conference

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Much effort has been put into developing technologies for next generation re-usable launch vehicles. Fully re-usable launch vehicles include a booster stage that is designed to land, usually near the launch site, after it has released the upper-stage, which continues to orbit. The fuel reserve needed to turn the booster stage around will usually be minimal, in order to provide as much energy to the upper stage as possible. For this reason, once the booster stage has completed a rocket-back maneuver, it will typically be at a high altitude (exo-atmospheric) but with a low horizontal velocity and a correspondingly steep flight path angle on re-entry. Traditional re-entry guidance is designed for vehicles with a high velocity, shallow flight path angle, and with strong constraints on heating, and thus these traditional approaches are not appropriate for a low energy re-entry. We have developed a set of guidance algorithms that will successfully guide a vehicle to landing starting from a Low Energy Re-entry (LOER) condition. The guidance algorithms are based on acquiring an Equilibrium Steep Glideslope that ensures the vehicle can achieve near optimal range performance. The guidance problem can be successfully solved for a wide range of initial conditions, including more traditional initial conditions that would occur at the end of a High Energy Re-entry (HIER) from orbit. Thus, the guidance approach we have developed can be used as a more robust version of Terminal Area Energy Management (TAEM) guidance, as well as for LOER and has been tested for a wide range of vehicles, including the Space Shuttle and vehicles with a wide variety of L/D capability.

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“…Multiple TAEM paths are numerically generated for various combinations of the geometric parameters, and the best TAEM path is selected by sorting the feasible trajectories. Mayanna et al [15] developed a predictive TAEM guidance method that uses a prescribed dynamicpressure profile for the longitudinal guidance and an adaptive scheme that selects the geometry of three successive circular turns for the lateral guidance. De Ridder and Mooij have published a series of papers [16][17][18] on maximizing range and TAEM guidance methodologies for an unpowered RLV.…”

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confidence: 99%

Approach and Landing Range Guidance for an Unpowered Reusable Launch Vehicle

Kluever

Neal

2015

Journal of Guidance, Control, and Dynamics

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A new method has been developed for predicting and controlling the ground range of an unpowered reusable launch vehicle. The key feature is the use of the quasi-equilibrium glide condition to create a database of range-togo versus energy for different values of the glide-efficiency factor. Downtrack range to runway touchdown is predicted by performing a two-dimensional table lookup of the range-to-go database. Unlike most predictorcorrector guidance methods, the proposed ground-range guidance scheme does not require onboard numerical integration of the governing equations of motion. Another key element is the coupling between the latter stages of the traditional terminal area energy management phase and the entire approach and landing phase, where the flare-to-touchdown maneuver is concisely parameterized by an exponential altitude profile. Numerical simulations demonstrate that this new method can accurately and reliably guide the vehicle to the desired touchdown conditions despite large errors in the initial states, large errors in the initial downtrack distance to the runway, and aerodynamic drag dispersions. Nomenclaturelbf E = energy height, ft g = 32.174 ft∕s 2 , Earth's gravitational acceleration h = altitude, ft K = lift-induced drag coefficient parameter K H = altitude error gain, 1∕ft K HD = altitude rate error gain, s∕ft K γ = flight-path angle error gain K q = dynamic pressure error gain, ft 2 ∕lbf L = lift force, lbf M = Mach number m = vehicle mass, slug q = dynamic pressure, lbf∕ft 2 R = ground range, ft R go = range-to-go, ft S = vehicle reference area, ft 2 s = downtrack distance relative to runway touchdown, ft t = time, s V = airspeed, ft∕s x = downtrack position along runway centerline, ft γ = flight-path angle, rad η = glide-efficiency factor ρ = atmospheric density, slug∕ft 3 σ = exponential decay constant for flare maneuver, ft Subscripts 0 = initial value ALI = approach and landing interface EG = equilibrium glide F = start of flare maneuver flare = flare maneuver max = maximum QEG = quasi-equilibrium glide TD = touchdown Superscript * = maximum lift-to-drag ratio

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Adaptive Guidance for Terminal Area Energy Management (TAEM)of Reentry Vehicles

Cited by 17 publications

References 1 publication

Terminal Area Energy Management Trajectory Optimization Using Interval Analysis

Terminal Area Energy Management Trajectory Optimization Using Interval Analysis

Launch Vehicle Guidance for Low Energy Re-entry

Approach and Landing Range Guidance for an Unpowered Reusable Launch Vehicle

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