High Mass Mars Entry, Descent, and Landing Architecture Assessment

Steinfeldt, Bradley A.; Theisinger, John E.; Korzun, Ashley M.; Clark, Ian G.; Grant, Michael J.; Braun, Robert D.

doi:10.2514/6.2009-6684

Cited by 59 publications

(45 citation statements)

References 18 publications

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“…Thus, supersonic retropropulsion (SRP), or the use of engine thrust directed into the oncoming supersonic freestream flow, is deemed 1 Aerospace Engineer, Aerothermodynamics Branch, m/s 408a, AIAA Associate Fellow. 2 Aerospace Engineer, Aerothermodynamics Branch, m/s 408a, AIAA Senior Member. 3 To date, only a handful of studies have been conducted to understand the fluid dynamic phenomena associated with SRP; most of those studies were performed decades ago, for example see Ref.…”

Section: Introductionmentioning

confidence: 99%

Supersonic Retropropulsion Experimental Results from NASA Ames 9×7 Foot Supersonic Wind Tunnel

Berry

Rhode

Edquist

2014

Journal of Spacecraft and Rockets

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Section: Introductionmentioning

confidence: 99%

Supersonic Retropropulsion Experimental Results from NASA Ames 9×7 Foot Supersonic Wind Tunnel

Berry

Rhode

Edquist

2014

Journal of Spacecraft and Rockets

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“…The MSL vehicle diameter is 4.5 m. For this study, the MSL heatshield shape was used but the diameter was scaled-up to 15 m to account for the larger size and payload that will be required for human-class high-mass Mars missions. High-mass Mars versions of 70-degree sphere cone geometries were previously studied by Braun and Manning [1], Steinfeldt et al [5], and Christian et al [6]. Nominal entry mass values of 100 and 160 metric tons were considered.…”

Section: Geometriesmentioning

confidence: 99%

“…[1]- [8], but to date there has been little detailed analysis of the aerothermal loads a high-mass Mars vehicle will experience while entering the Martian atmosphere. Steinfeldt et al [5] show convective heating rate results generated by the engineering-level tool CBAERO over both the 70-degree sphere cone and mid-L/D vehicles at one trajectory point. Garcia et al [8] presented both CBAERO and computational fluid dynamic (CFD) convective heating rate solutions over mid-L/D vehicles at the peak heating point of a 7.36 km/s entry velocity trajectory.…”

Section: Introductionmentioning

confidence: 99%

“…In recent years, a number of studies have been performed to determine the vehicle and mission requirements that would enable the human exploration of Mars [1][2][3][4][5][6][7][8]. The vehicle geometries of these proposed high-mass Mars vehicles were based on 70-degree sphere cones, Apollo-type capsules, or a slender, mid lift-over-drag ratio (L/D) vehicle referred to as an Ellipsled.…”

Section: Introductionmentioning

confidence: 99%

“…No attempt was made in Refs. [3], [5], or [8] to calculate the level of radiative heating on the vehicle surface.…”

Section: Introductionmentioning

confidence: 99%

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Coupled Fluids-Radiation Analysis of a High-Mass Mars Entry Vehicle

Palmer

Allen

Tang

et al. 2011

42nd AIAA Thermophysics Conference

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The NEQAIR line-by-line radiation code has been incorporated into the DPLR Navier-Stokes flow solver such that the NEQAIR subroutines are now callable functions of DPLR. The coupled DPLR-NEQAIR code was applied to compute the convective and radiative heating rates over high-mass Mars entry vehicles. Two vehicle geometries were considered -a 15 m diameter 70-degree sphere cone configuration and a slender, mid-L/D vehicle with a diameter of 5 m called an Ellipsled. The entry masses ranged from 100 to 165 metric tons. Solutions were generated for entry velocities ranging from 6.5 to 9.1 km/s. The coupled fluids-radiation solutions were performed at the peak heating location along trajectories generated by the Traj trajectory analysis code. The impact of fluids-radiation coupling is a function of the level of radiative heating and the freestream density and velocity. For the high-mass Mars vehicles examined in this study, coupling effects were greatest for entry velocities above 8.5 km/s where the surface radiative heating was reduced by up 17%. Generally speaking, the Ellipsled geometry experiences a lower peak radiative heating rate but a higher peak turbulent convective heating rate than the MSL-based vehicle.

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Solving complex optimal control problems with nonlinear controls using trigonometric functions

Mall

Grant

Taheri

2020

Optim Control Appl Methods

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This study investigates the use of trigonometric functions to resolve two major issues encountered when solving practical optimal control problems (OCPs) that are characterized by nonlinear controls. First, OCPs with constraints on nonlinear controls require the solution to a multipoint boundary value problem, which poses additional computational difficulties. Second, in certain unconstrained OCPs with nonlinear controls, the extremum found from the necessary conditions can be opposite than expected (e.g., a maximum instead of a minimum) due to the absence of control options. The aforementioned issues and their effective resolution by using trigonometric functions are explained through two examples including a second‐order system problem and an aerocapture problem of a slender entry vehicle in the Martian atmosphere.

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High Mass Mars Entry, Descent, and Landing Architecture Assessment

Cited by 59 publications

References 18 publications

Supersonic Retropropulsion Experimental Results from NASA Ames 9×7 Foot Supersonic Wind Tunnel

Supersonic Retropropulsion Experimental Results from NASA Ames 9×7 Foot Supersonic Wind Tunnel

Coupled Fluids-Radiation Analysis of a High-Mass Mars Entry Vehicle

Solving complex optimal control problems with nonlinear controls using trigonometric functions

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